Battery thermal management system and methods of use

ABSTRACT

Set forth herein are systems and methods for determining battery heating conditions and pre-heating lead times of at least a minute or more, based on input parameters and sets of input parameters, to predictively and dynamically heat a secondary battery so that the battery has a specific power output and performance level when used in an electric or hybrid vehicle application.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of pending U.S. application Ser. No.15/608,836, titled “BATTERY THERMAL MANAGEMENT SYSTEM AND METHODS OFUSE” filed on May 30, 2017, issued as U.S. Pat. No. 10,369,899, issuedon Aug. 6, 2019, which is a continuation of patented U.S. applicationSer. No. 14/838,218, titled “BATTERY THERMAL MANAGEMENT SYSTEM ANDMETHODS OF USE” filed on Aug. 27, 2015, issued as U.S. Pat. No.9,834,114, on Dec. 5, 2017, which claims the benefit under 35 U.S.C. §119(e) to U.S. Provisional Application No. 62/042,734, titled “BATTERYTHERMAL MANAGEMENT SYSTEM AND METHODS OF USE,” filed Aug. 27, 2014, eachapplication of which is herein incorporated by reference in its entiretyand for all purposes.

BACKGROUND

One important component of electrical vehicles is the secondary batterysystem, which provides power to the vehicle and determines vehicleperformance. In many applications, this battery is a lithium secondarybattery, for example, a solid state lithium secondary battery. Secondarybatteries, as opposed to primary batteries, are rechargeable.

Lithium ion and lithium metal batteries are useful in automotiveapplications because of their high specific energy and energy density,long cycle life, high round trip efficiency, low self-discharge, andlong shelf life. However, some of these batteries exhibit poor lowtemperature performance, for example, low power output despite having ahigh energy density. For example, it has been reported that lithium ioncells can lose up to 88% of their room temperature capacity at below−40° C. (See, for example, E. J. Plichta and W. K. Behl, in Proceedingsof the 38th Power Sources Conference, Cherry Hill, N.J., p. 444 (1998)).

Furthermore, some next-generation battery technologies and designs aremoving in the direction of improving energy density, but may have lowerpower availability at low or moderate temperatures. Such next-generationbatteries may need to be warmed up to 40, 60, or perhaps even 80 degreesCelsius to provide full power.

One strategy to increase low temperature battery performance includespre-warming of the battery system before use of the battery. As thebattery temperature increases, the battery performance increasesaccordingly and often exponentially so. Pre-warming the batteryincreases the power available when the vehicle/battery is used.

SUMMARY

The instant disclosure sets forth methods and systems using novel inputsand combinations of inputs to predictively pre-warm a battery with largelead times (e.g., minutes instead of seconds) and with high probabilityof correctness. The instant disclosure sets forth methods and systemsfor predicting sufficiently large lead times before an expected drivewhile minimizing energy losses from early or excessive pre-heating. Theinstant disclosure sets forth methods, systems, and apparatuses forheating Li-secondary batteries, in some cases to temperatures beyondthat which was thought useful (or even possible for stability reasons)for previously known batteries.

The instant disclosure sets forth methods, systems, and apparatuses forpre-heating a lithium secondary battery so that the battery has apredetermined performance at the time that it is actually used in anelectric vehicle and without using more energy from the battery than isnecessary to achieve this predetermined performance. The instantdisclosure sets forth methods, systems, and apparatuses for pre-heatinga lithium secondary battery so that the battery has a predeterminedperformance at the time that it is actually used in an electric vehicleand using the minimum amount of energy from the battery necessary toachieve this predetermined performance. In a number of embodiments,dynamic heating techniques may be used, for example to take advantage ofheating that may occur after a drive begins, and/or to take advantage ofadditional information about the drive. As used herein, dynamic refersto more than one heating step, a heating step having varied heatsettings throughout the heating step, more than one heating step whereinat least two heating steps are of different durations (i.e., time), aseries of heating steps at either or both different heat settings orheat durations, or combinations thereof.

In one aspect of the embodiments herein, a secondary battery thermalmanagement system is provided, the system including: at least onetemperature sensor for determining a temperature of a battery in avehicle, the battery being a secondary battery; at least one receiverfor receiving at least one of a plurality of input parameters; a moduleconfigured to send control signals to either the battery or a heatingdevice, wherein the signals result in heating of the battery totemperatures optimized for a predicted vehicle use; wherein the moduledetermines the temperatures optimized for the predicted vehicle use anda heating lead time of at least a minute or more based on the determinedtemperatures and at least one of the plurality of input parameters.

In various embodiments, the module is selected from a computer, aprogrammed chip, a battery management system, a controller in serieswith a potentiostat, a controller in series with a thermocouple, aresistive heater, a computer or electronic device which controls aresistive heater, an inductive heater, a computer or electronic devicewhich controls an inductive heater, a convective heater, a computer orelectronic device which controls a convective heater, or similar devicesfor heating a battery or the area or space in which a battery is housed.

In various embodiments, the battery is a lithium ion secondary battery(e.g., a solid state secondary battery). In some such cases, the lithiumion secondary battery includes a cathode including conversion chemistryactive materials. In some embodiments, the lithium ion secondary batterymay include a cathode including lithium intercalation chemistry activematerials. In a number of embodiments, the receiver may be configured toreceive wireless signals. The wireless signals may be selected from thegroup consisting of Bluetooth signals, cellular signals, Wi-Fi signals,wireless communication device signals, network towers signals, tabletssignals, smartphones signals, home security system signals, 3G devicetransmissions, 4G device transmissions, and combinations thereof.

The plurality of input parameters may be selected from any availablesource of inputs. In some embodiments, the plurality of input parametersare selected from the group consisting of: vehicle use information,location information, drive types, temperature information, heatingdevice/battery/vehicle information, weather information, driver inputs,user information, external information, traffic information, calendarinformation, charging equipment availability information, andcombinations thereof.

Vehicle use information may in some cases be selected from the groupconsisting of statistical probability of drive starts as a function ofprevious drive start, drive times, time of drive starts, drive lengths,drive routes, geography of drives, driving pattern information, pastbattery warming conditions, past vehicle performance conditions, pastbattery performance conditions, feedback information, and combinationsthereof.

Location information may in some cases be selected from the groupconsisting of driver location, passenger location, driver location withrespect to vehicle location, passenger location with respect to vehiclelocation, GPS location of user's smartphone, GPS/Wi-Fi/cellular locationof fob, proximity of fob to vehicle, GPS/Wi-Fi/cellular location ofvehicle key, proximity of vehicle key to vehicle, user's proximity tothe vehicle, location of the vehicle, driver location with respect tohome, driver location with respect to airport, driver location withrespect to work place, driver location with respect to common drivelocations, driver location with respect to preselected destinations,driver location with respect to saved destinations, and combinationsthereof. Drive type information may in some cases be selected from thegroup consisting of start location of drives, end location of drives,total distance of drives, average distance of drives, velocity ofdrives, average velocity of drives, traffic conditions of drives, andcombinations thereof.

Temperature information in some cases may be selected from the groupconsisting of battery temperature, ambient temperature, vehicletemperature, and combinations thereof. Heating device/battery/vehicleinformation may be selected from the group consisting of battery energycapacity, state of charge of battery, battery self-discharge rate, arelationship between two or more of power of battery, temperature ofbattery, state of charge of battery, and age of battery, a thermal timeconstant for the battery, capacity of the heating device, efficiency ofthe heating device, powertrain of vehicle, thermal system configurationof vehicle, motor power of vehicle, powertrain efficiency of vehicle,vehicle minimum power output level for safe driving, and combinationsthereof.

Weather information in various embodiments may be selected from thegroup consisting of current weather conditions, past weather conditions,historical weather conditions, weather forecast, temperature,precipitation, visibility, and combinations thereof. Driver inputs mayin some embodiments be selected from the group consisting of immediatestart instructions, delayed start instructions, start cancelationinstructions, a user-specified performance level, and combinationsthereof. User information may in some cases be selected from the groupconsisting of driver's calendar information, passenger's calendarinformation, smartphone information, Google-Now information, historicaluse information, and combinations thereof.

External information may in some embodiments be selected from the groupconsisting of information acquired from emails on user's wirelesscommunication device, information acquired from texts on user'ssmartphone, and combinations thereof. Traffic information may in variousembodiments be selected from the group consisting of traffic conditions,road conditions, construction conditions, detour conditions, andcombinations thereof. Calendar information may in some cases be selectedfrom the group consisting of day of the week, month of the year, holidayinformation, and combinations thereof, optionally in combination with auser specified performance level, and combinations thereof. Calendarinformation may in some cases be selected from appointments or remindersincluded in an electronic calendar associated with a user of an electricvehicle. Charging equipment availability information may be selectedfrom the group consisting of availability of charging equipment atvehicle's current location, availability of charging equipment atvehicle's expected destination, and combinations thereof, optionally incombination with a status of an additional transportation providerand/or a status of an additional transit option, and combinationsthereof.

In a number of embodiments, the plurality of input parameters may beselected from the group consisting of inputs that are personal to auser/vehicle, inputs that are generally applicable, inputs that arehistorical, inputs that are current, inputs that are sensed, inputs thatare referenced, and combinations thereof. In various embodiments, aparticular subset of input parameters may be used, as described andclaimed herein.

The heating lead time may be longer in some cases, for example at leastabout 1 minute, at least about 2 minutes, at least about 5 minutes, atleast about ten minutes, at least about 15 minutes, at least about 30minutes, etc. In some cases the heating lead time may have an upperlimit, for example about 1 hour or 2 hours.

In a number of embodiments, the system further includes a heating devicefor heating the battery. The system may also include a data storagedevice, for example for storing information selected from the groupconsisting of vehicle use, battery heating characteristics, batteryperformance as a function of temperature, and combinations thereof. Thesystem may further include a temperature sensor for determining anambient temperature in proximity to the battery. The system may alsoinclude a device for comparing and/or analyzing various types ofinformation. In one embodiment, the device compares and/or analyzes atleast one of past predicted start times with respect to actual starttimes, predicted probability of start times with respect to actualprobability of start times, and combinations thereof. Alternatively orin addition, the device may compare and/or analyze predicted/actualdrive locations and/or predicted/actual heat power ratings, etc. Thedevice that performs this comparison/analysis may be the same as themodule described above.

In a number of embodiments, the signals cause a heat emitting element toemit heat so that the battery heats to the minimum heat level requiredfor a performance level predicted by the module and/or selected by theuser.

In another aspect of the disclosed embodiments, an apparatus forcontrollably pre-heating a vehicle battery device, the apparatusincluding at least one temperature sensor for determining a temperatureof a battery in a vehicle, the battery being a secondary battery; atleast one receiver for receiving at least one of a plurality of inputparameters; a module configured to send control signals to either thebattery or a heating device, wherein the signals result in heating ofthe battery to temperatures optimized for a predicted vehicle use;wherein the module determines the temperatures optimized for thepredicted vehicle use and a heating lead time of at least a minute ormore based on the determined temperatures and at least one of theplurality of input parameters. In certain embodiments, the apparatus mayinclude various features as described herein with respect to the system.

In another aspect of the disclosed embodiments, a method for secondarybattery thermal management in a vehicle is provided, the methodcomprising: determining a temperature of a battery and optionally theambient air temperature; analyzing a plurality of input parameters;providing or determining a vehicle start time and probability ofcorrectness; providing a control signal to either the battery, or aheating device, to heat the battery dynamically to temperaturesoptimized for a predicted vehicle use; wherein the control signalcomprises a heating power rating and a heating lead time of at least aminute or more based on the determined temperatures and at least one ofa plurality of input parameters; optionally comparing vehicle start timeprobability of correctness with the actual vehicle start time, andadjusting an algorithm for providing the vehicle start time; therebyproviding thermal management for the battery.

In various embodiments, the plurality of input parameters are selectedfrom the input parameters listed above and throughout the specification.

These and other features will be described below with reference to theassociated drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A presents a chart showing cell power capability for varioustemperatures for a typical lithium-ion battery.

FIG. 1B depicts one example of a pre-heating prediction process.

FIG. 2 illustrates one categorization of various input parameters thatmay be used.

FIG. 3A depicts various inputs and outputs that may be used indetermining whether, when, and how much to pre-heat a battery in certainembodiments.

FIG. 3B depicts an example showing particular inputs and outputs relatedto FIG. 3A.

FIG. 4 depicts a further example describing various inputs and outputsthat may be used in determining if, when, and how much to pre-heat abattery according to an embodiment.

FIGS. 5A-5F illustrate various confidence levels that a drive will beginat relevant times based on different input parameters.

FIGS. 6A and 6B depict charts describing dynamically pre-heating abattery according to certain embodiments.

FIG. 7 illustrates various probability weighted routes that a user maytake from home to work according to some embodiments.

FIG. 8 presents numerous examples illustrating the probability that anupcoming drive will utilize the various depicted power levels.

FIG. 9 illustrates a diagram of a thermal management and thermal controlsystem.

DETAILED DESCRIPTION

In the following description, numerous specific details are set forth inorder to provide a thorough understanding of the presented embodiments.The disclosed embodiments may be practiced without some or all of thesespecific details. In other instances, well-known elements have not beendescribed in detail to not unnecessarily obscure the disclosedembodiments. While the disclosed embodiments will be described inconjunction with the specific embodiments, it will be understood that itis not intended to limit the disclosed embodiments.

As used herein, the phrase “type of drive” refers to the location, andvelocity-related conditions associated with the drive, such as startlocation, end location, route taken, power level needed to drive atrelevant velocities (e.g., power levels for minimum safe driving, urbandriving, highway driving, enthusiast driving, etc.), GPS information andgeography of the route, traffic information during expected time of thedrive, availability of charging equipment at the beginning and end ofdrive, and other related metrics.

As used herein, the phrase “historical information” refers toinformation that is based on past conditions, such as when a user haspreviously used a vehicle, where the vehicle has been driven and at whatperformance levels the vehicle has been driven. Other examples ofhistorical information relate to historical conditions such as trafficconditions, weather conditions, etc. Historical information may bebinned and analyzed in any appropriate way including annually, monthly,weekly, and daily/hourly.

As used herein, the phrase “feedback” includes a comparison of thepredicted level of heating or performance to the actual level of heatingor performance and optionally an adjustment of the system so that thesubsequent predictions better match the actual levels. In variousembodiments, machine learning techniques may be applied to carry outthis comparison and improve future predictions.

Pre-Heating a Battery

As noted in the Background section, many batteries exhibit poor powerperformance at low temperatures. This power performance issue isespecially relevant in the context of high energy density batterymaterials. Poor low temperature performance can be unsafe, for example,when merging an electric vehicle onto a freeway. If the vehicle does nothave sufficient power from the battery, the vehicle may not be able toget up to a proper merging speed. Poor low temperature performance canalso be undesirable to consumers when high performance vehiclecharacteristics, for example for pleasure driving or vehicle contests,are desired.

FIG. 1A presents a graph illustrating the cell power capability vs.temperature for a typical lithium battery. The cell power capability isreported in terms of a percent, where 100% means that the battery isoperating at its maximum power level. In this example, the full power isnot available until the battery reaches a temperature of about 25° C. Ata temperature of about 0° C., only about 35% of the power is available,and at a temperature of about −20° C., only about 10% of the power isavailable. Although the particular values differ for different batterydesigns, the large decrease in power capability at low temperatures(e.g., below about 0° C.) is common.

Consequently, original equipment manufacturers (OEMs) often provide morepower and/or capacity in the battery system than is required during mosttemperature conditions, so that the battery also performs well incertain low temperature conditions. Such designs unnecessarily add cost,weight, and volume to the powertrain of an electric vehicle. Forexample, a typical battery cell for an electric vehicle may be capableof peak power of at least about 5 times its energy rating above +20° C.,but only about 0.5-1.0 times its energy rating at −20° C. Thus, a 24 kWhbattery system for an electric vehicle would provide on the order of12-24 kW of peak power at −20° C. If the minimum level of power requiredfor safe driving is set at 30 kW (common for electric vehicles, thoughthis threshold could vary), such a vehicle might not be safely driven atall without pre-heating the battery to some degree.

Vehicles need various power levels for driving, but typically over 90%of drivers drive no more aggressively than EPA's standard US06 drivingcycle. A typical vehicle needs peak power of around 80 kW to completethe cycle. As an example, a 24 kWh battery system per above would haveto be at a temperature of over 5° C. to have sufficient power for theUS06 cycle. If battery cells were at a temperature below 5° C., thevehicle would not provide sufficient power to drive the cycle. Even ifbattery cells are at a relatively warm temperature of 10° C. or 15° C.,it's often desirable to warm the battery cells further to 20° C. orabove to enable full power capability of 120 kW.

One method for addressing the low power output at low temperaturesinvolves pre-heating the battery, which raises the temperature of thebatteries before the vehicle is used for driving. Raising the batterytemperature before use allows the batteries to operate in the highertemperature/improved power capability region shown in FIG. 1A.Pre-warming also allows for the use of lower cost, higher energydensity, lower power cells (i.e., low power-to-energy ratio) in thebattery system which, in turn, reduces cost, weight, and volume of thebattery system without sacrificing performance.

Heating a battery, however, requires energy. It is wasteful to heat abattery for improved performance unless the battery will actually beused once it is heated. Heating a battery also requires time, often onthe order of minutes or more. When not connected to an external powersource, e.g., a charging station, the rate at which a battery can heatis limited by the battery and the battery heating elements. Certaintypes of lithium ion batteries typically require several minutes ofwarming.

Currently known methods for pre-heating a battery are limited inapplication and do not reliably provide a sufficient lead time (e.g.,several minutes or more) for a cold soaked battery system to pre-heat tothe desired temperatures associated with full performance, particularlyfor certain types of drive applications. Example methods for pre-heatingare discussed further in the following patents and patent applications,each of which is herein incorporated by reference in its entirety: U.S.Pat. Nos. 6,271,648; 6,624,615; 7,154,068; U.S. patent application Ser.No. 13/879,565, filed Jul. 16, 2011, and titled “METHOD FOR DETERMININGTHE RANGE OF A MOTOR VEHICLE”; and P.C.T. Application No.PCT/US2009/001916, filed Mar. 26, 2009, and titled “SYSTEM AND METHODFOR BATTERY PRE-HEATING.”

Most known methods fail to heat batteries to a sufficiently hottemperature by the time the batteries are actually used because thepre-heating is not initiated with a sufficient lead time. Furthermore,it would be wasteful to expend energy unnecessarily and heat a batterytoo far in advance of an actual drive and then maintain this level ofheating until an actual drive occurred.

Certain methods for pre-heating electric vehicle batteries are based onthe proximity of a user to the battery. However, these methods onlyprovide seconds of warm-up time, which is insufficient to significantlywarm the battery for particular performance conditions by the time thebattery is actually used. Some methods have been proposed to predictdrive start times using statistical analysis of repetitive drives.However, these methods are also insufficient in that they don't providesufficiently long lead times or have relatively low probability ofsuccess. This low success level is due to the fact that many drives arenot repetitive, and that even repetitive drives may vary. Thus, thesemethods frequently result in false predictions, wasted energy, andinsufficient lead times. Also, a battery heated above ambienttemperature will lose energy due to radiative heat loss, and such lossis wasteful up until the time when the battery is actually used.Furthermore, energy used to heat beyond the battery's optimaltemperature is wasteful. Wasted energy from the aforementioned early orexcessive pre-heating ultimately results in wasted cost (e.g., when thebattery is plugged into a charging station) and limited driving range(e.g., when the battery is not plugged in and the battery supplies theenergy for pre-heating).

As such, a problem exists in the secondary battery field related topredictively pre-heating a battery so that a desired battery temperatureand associated battery performance is achieved when the battery isactually used, and so that power is not wasted unnecessarily. Anotherproblem exists related to dynamically heating a secondary battery sothat the battery operates at relevant (and changing) levels ofperformance during a drive, e.g., initial start and also five minutesinto a particular drive. Another problem exists related to methods andsystems for accurately predicting whether, when, and how much topre-heat a battery, where the pre-heating begins several minutes or morein advance of the battery's use.

Pre-heating can be beneficial for various battery types includingconventional insertion-type lithium-ion batteries as well as newer highenergy density battery materials. Area specific resistance (e.g.,resistance at the interface between cathode active material andelectrolyte) and bulk conductivity are both a function of temperature.Pre-heating is particularly important for certain solid-state lithiumion rechargeable batteries because of conductivity limitations of solidstate electrolyte and/or lower surface area interfaces (e.g., a planarinterface between a cathode and solid state electrolyte) that may resultin cell power limitations, especially at cold temperatures. High energydensity battery materials using conversion materials, and methods ofmanufacturing such materials and fabricating them into batteries arefurther discussed in the following patents and patent applications, eachof which is incorporated by reference in its entirety: U.S. patentapplication Ser. No. 14/207,493, filed on Mar. 12, 2014, titled “IRON,FLUORINE, SULFUR COMPOUNDS FOR BATTERY CELL POSITIVE ELECTRODES”; U.S.patent application Ser. No. 13/922,214, filed on Jun. 19, 2013, andtitled “NANOSTRUCTURED MATERIALS FOR ELECTROCHEMICAL CONVERSIONREACTIONS”; U.S. patent application Ser. No. 14/146,728, filed Jan. 3,2014, and titled “THIN FILM LITHIUM CONDUCTING POWDER MATERIALDEPOSITION FROM FLUX”; and U.S. patent application Ser. No. 14/221,957,filed Mar. 21, 2014, and titled “METHOD FOR FORMING METAL FLUORIDEMATERIAL.”

Various embodiments herein relate to methods for predicting whether,when, and how much to pre-heat a battery. The methods may be used topredictively heat a battery with at least a minute of lead time. In somecases a lead time is at least about 1 minute, at least about 2 minutes,at least about 5 minutes, at least about 10 minutes, at least about 15minutes, at least about 30 minutes, or at least about 1 hour. An optimallead time will depend on the instant conditions when pre-heating occurs.The methods may use various input parameters for determining whether ornot to pre-heat at a given time. Generally speaking, the methods involvedetermining a likely vehicle start time and an associated level ofconfidence that a drive will start at that time, determining aprobability threshold at which pre-warming should occur, and performingpre-warming if the determined confidence level is greater than thedetermined probability threshold. The methods may also involvepredicting the level of power that is required for a predicted drive andpre-warming the battery to a temperature that enables the battery tooperate at the level of power predicted to be required, such that thebattery is heated to an optimal temperature at the predicted start time.

FIG. 1B depicts one implementation of a pre-heating prediction process.Various input parameters are analyzed to predict the likelihood ofdriving at a particular time (e.g., an expected start time). Thislikelihood is often referred to herein as the confidence level. Theinput parameters are also used to determine the power required for anexpected drive at the particular time (assuming such drive occurs), aswell as an associated pre-heating lead time. The lead time is based onthe power required (which determines a desired final temperature afterpreheating) and the current temperature of the battery, as well asbattery characteristics such as the heat capacity of the batterymaterials. A probability threshold may be statically defined orcalculated based on the input parameters. The probability threshold isapplied against the determined likelihood of starting a drive at theparticular time. If the likelihood of driving (i.e., confidence level)meets or exceeds the probability threshold, a decision to pre-heat ismade. The pre-heating parameters are controlled based in part on thepower predicted to be needed for the drive, as noted above. If thelikelihood of driving is lower than the probability threshold, adecision to not pre-heat is made, and no further action is taken at thattime.

A number of options are available for pre-heating the battery, and theembodiments herein are not limited to any particular heating method. Insome examples, the battery heats itself internally by discharging storedenergy to another sink of electrical energy, and generating heatinternally through the battery's internal resistance. This method isparticularly effective at low battery temperatures, when the batteryrequires the most heating.

In these or other examples, the battery may provide electrical power toan external heating element, such as an electrical resistance heater,and the battery is heated by direct thermal contact with the heatingelement, or indirectly by thermal contact with another fluid or objectheated by the heating element. A fluidic heat exchange system may beused in some cases.

In some examples, the battery is heated, directly or indirectly, by heatemitted from a combustion engine of a plug-in hybrid vehicle. Suchheating may be particularly useful for raising the temperature of abattery while driving. This may be beneficial where an initial portionof the drive requires low power (e.g., using surface streets to drivetoward the highway) and a later portion of the drive requires higherpower (e.g., driving on the highway). Other methods of heating orcooling a battery are set forth in the following patent applications,each of which is herein incorporated by reference in its entirety:International PCT Patent Application No. PCT/US2015/010179, filed Jan.5, 2015, and titled “THERMAL MANAGEMENT SYSTEMS FOR VEHICLES WITHELECTRIC POWERTRAINS”; International PCT Patent Application No.PCT/US14/61761, filed Oct. 22, 2014, and titled “THERMAL AND ELECTRICALCONNECTIONS FOR BATTERY SYSTEMS”; and U.S. Nonprovisional patentapplication Ser. No. 13/763,636, filed Feb. 9, 2013, and titled “BATTERYSYSTEM WITH SELECTIVE THERMAL MANAGEMENT.”

In certain examples, the battery provides electrical power to a device,such as a compressor, which drives a thermodynamic cycle and generatesheat that is used to heat the battery, directly or indirectly by thermalcontact with another fluid or object.

In some examples, the battery is heated by energy sourced from anotherenergy storage system or another source of electrical power in thevehicle or outside the vehicle, and directed to a heater. Examples ofsuch energy storage systems and sources of electrical power may includean additional battery, a plug-in station, and the like.

In certain cases, a heater of 3-15 kW, for example 5-10 kW may beutilized in a battery system for use in warming the battery before orduring driving. In some examples, the battery is heated by anycombination of the above methods.

The disclosed methods are applicable to any battery that requirespre-heating for improved performance. Many solid state batteries shouldbe at least about 10° C., or at least about 15° C., or at least about20° C. to perform well (e.g., at full power), and thus benefit frompre-heating when the batteries are cooler than these temperatures. Thesemethods are applicable to battery cells, batteries, battery packs, andcollections of batteries and battery packs. In some solid statebatteries, such as those having conversion active material cathodes, thebatteries should be at least about 10° C., or at least about 15° C., orat least about 20° C., or at least about 30° C., or at least about 40°C., or at least about 50° C., or at least about 60′C, or at least about70° C., or at least about 80° C., or at least about 90′C, to performwell.

The disclosed methods may be used with any type of batteries. Themethods are most useful when used in the context of high energy densitybatteries. In some cases the batteries have an electrode materialcharacterized by an operating temperature between about −40° C. to about120° C., or an operating temperature of about 80° C.; or an operatingtemperature of about 60° C.; or an operating temperature of about 30-60°C.

Setting a Driving Probability Threshold

As noted above, various methods disclosed herein involvepredicting/determining the time at which a vehicle is expected to startbeing driven, determining the confidence level that the vehicle will bedriven at the expected start time, determining a probability threshold,and pre-warming the battery to a desired level if the confidence levelthat the vehicle will be driven at the expected start time is greaterthan the probability threshold. Both the confidence level that thevehicle will be driven at a particular time and the probabilitythreshold (as well as the optimal pre-heating temperature and lead time)can vary over time based on various input parameters. Higher probabilitythresholds mean that pre-warming is less likely to occur for any givenset of inputs.

One input parameter that can be a factor in determining the probabilitythreshold is whether or not the vehicle is plugged in to an externalpower source. When a vehicle is plugged in, there is less concern aboutwasting energy by heating the battery when such heating is notultimately needed. Conversely, when a vehicle is not plugged in, energywaste is a larger problem. When not plugged in, any heating that occursdrains the energy available in the vehicle (e.g., draining the batteryor other energy storage system heating the battery). If the battery isunnecessarily heated a number of times before it is driven, the vehiclewill have less energy available when the vehicle is finally driven, thuslimiting the distance that can be driven using the remaining electricpower. As such, the determination of the probability threshold may takeinto account whether or not the vehicle is plugged in. If the vehicle isplugged in, the probability threshold may be determined to be relativelylower. The lower probability threshold means that it is more likely thatpre-warming will occur for any given set of inputs. Similarly, if thevehicle is not plugged in, the probability threshold may be determinedto be relatively higher, making it less likely that pre-warming willoccur for a given set of inputs.

Another input parameter affecting the determined probability thresholdis the state of charge (SOC) of the battery. When a battery has a lowSOC, there is relatively little energy available for pre-heating thebattery, assuming that heating occurs through battery discharge, and itis more important to conserve remaining energy for driving. As such, ifa battery has a low SOC, the probability threshold may be determined tobe relatively higher. Conversely, when a battery has a high SOC, thereis more energy available, and it is less important to conserve theremaining energy for driving. Thus, if a battery has a high SOC, theprobability threshold may be determined to be relatively lower. Becausethe battery may be losing power as the battery is (repeatedly)pre-heated, the SOC can change over time. Thus, the probabilitythreshold may also change over time as the SOC changes. In one example,a battery starts fully charged and the probability threshold beginsrelatively low. As the battery repeatedly pre-heats without being driven(in part due to the low probability threshold), the battery loses energyand the SOC is reduced. In response to the decreased SOC, theprobability threshold may be raised and pre-heating may be less likelyto occur as the battery continues to pre-heat and drain. Eventually thebattery may reach a sufficiently low SOC that the probability thresholdis raised above the confidence level. At this point, pre-heating ceasesto occur and the remaining battery charge is conserved.

The amount of time before an upcoming predicted drive may also affectthe probability threshold. If it is determined that the next likelydrive will not occur for a day or more, for example, the probabilitythreshold may be determined to be relatively higher in order to avoidwasting energy pre-heating the battery again and again. Conversely, ifit is determined that the next likely drive will occur within a shorterperiod, e.g., hours, the probability threshold may be determined to berelatively lower. Where a predicted upcoming drive is imminent, therewill be less energy wasted because the battery isn't repeatedly heatedover a long period of time. A separate threshold may be set fordetermining when the next “likely” drive will be in determining thelength of time until the next upcoming likely drive. The likelihood ofdriving (e.g., the confidence level that a drive will occur at anexpected start time) may be determined as set forth below.

Another factor that can affect a determined probability threshold is thelength of an expected drive, which may be determined using the methodsand inputs described further below. Where a longer drive is expected tooccur, more power should be conserved for the drive, and less powershould be consumed predictively pre-heating the battery. As such, if itis determined that an upcoming drive is long (e.g., requiring asubstantial amount of the energy in the battery), the probabilitythreshold may be determined to be relatively higher. Conversely, if itis determined that an upcoming drive is short (e.g., requiring only asmall portion of the energy in the battery), the probability thresholdmay be determined to be relatively lower.

Similarly, the type of drive expected and the resulting amount ofpre-heating needed to bring the batteries to a temperature allowing sucha drive can affect the probability threshold. Where an expected driveinvolves only city driving or other relatively low power driving,relatively less heat will be used to bring the battery up to atemperature that permits the battery to deliver such power. Because lessheat/energy is needed to pre-heat the battery to the requiredtemperature, it is less problematic to pre-heat unnecessarily. As such,if it is determined that an upcoming drive will require relatively lowpower, the probability threshold may be determined to be relativelylower. Conversely, if it is determined that an upcoming drive willrequire relatively higher power (e.g., if it is expected that thevehicle will be driven on the highway soon after starting), theprobability threshold may be determined to be relatively higher.

Similarly, the location at which the vehicle is parked can affect theprobability threshold, which may be determined using the methods andinputs described further below. When the vehicle is parked at a locationwhere the duration between drives is typically longer (e.g., an airport,train station, bus station), the longer span of time means energy of thebattery lost to self-discharge will be cumulatively higher. In addition,the multiple false predictions within the long duration between drivesrisks leaving the battery with less energy than is desired for the nextdrive. Consequently, the probability threshold may be determined to berelatively higher.

User preferences can also affect the probability threshold. Some driversare more energy conscious and would prefer to avoid wasting energy orbeing left with insufficient energy to make a drive. Other drivers aremore performance conscious and would prefer to have a vehicle that isready to go the moment they want to drive. In certain cases a driver mayinput their preferences into a system that controls whether or notpre-heating occurs. Such preferences may be input using a user interfacein/on the vehicle, on a smart phone, tablet, computer, etc. In somecases such preferences can be stored in a user ID/profile that isassociated with a particular user (and which may be transferred betweendifferent vehicles). Information associated with the user ID/profile maybe stored in a variety of locations as discussed elsewhere herein. Asused herein, storage of information includes physical and electronic(e.g., RAM, SIM card, computer memory) storage of information usingcurrently available information storage technology. The preferences maybe specified using a sliding scale between energy conservation/storageand immediate power/performance, or other related preferences. Inanother example a user may individually rate the perceived importance ofenergy savings/storage and performance (or related preferences) withoutpresenting them as a sliding scale/tradeoff. In some embodiments a usermay set such preferences for different conditions. For instance, a usermay set different preferences for when a vehicle is plugged in vs. whenthe vehicle is not plugged in, or when the battery has at least aminimum amount of energy vs. when the battery has less energy, etc. Suchpreferences can then be used when determining the probability threshold.If, for example, a user indicates that they strongly prefer energysavings/storage over immediate performance, a probability threshold maybe determined to be relatively higher. The higher probability thresholdwill make it less likely that energy is wasted on pre-heating thebattery when it isn't used. On the other hand, if a user indicates thatthey prefer immediate performance, a probability threshold may bedetermined to be relatively lower. The lower probability threshold willmake it more likely that a battery is heated to a desired temperature atany given time.

The price of electricity may also factor into the determination of theprobability threshold. When electricity prices are higher, wasted energyis more of a concern and the probability threshold may be determined tobe relatively higher. Conversely, when electricity prices are lower,unnecessary heating is less costly and therefore less of a concern,making a relatively lower probability threshold more beneficial.

The probability threshold can be statically or dynamically set to anydesired level. A relatively low probability threshold may fall betweenabout 0-30%, a moderate probability threshold may fall between about30-70%, and a relatively high probability threshold may fall betweenabout 70-100%. These values are provided merely as guidelines and arenot in any way limiting.

In some cases the various inputs may be assigned weighing factors thatdetermine how relatively important the various input parameters are.Examples are presented below in the context of determining theconfidence that a drive will occur, with reference to Tables 2 and 3.This same method may be used for determining a probability threshold.While weighing factors for inputs can change with implementation and mayeven be updated dynamically based on current data, many inputs tend toaffect the probability threshold in predictable ways. Table 1 belowlists one example of the expected relative weight that such inputs mayindividually have on a probability threshold for a variety of availableinputs.

TABLE 1 Current Predicted Current Location: charging drive type:Predicted Current battery place of status known drive type: SOC:temperature: travel (e.g., Current Vehicle destination long distancerelatively relatively airport, train electricity Input plugged-in withcharger drive low low station, etc.) price: high Relative 1 2 3 3 2 4 3effect on probability threshold 4—Highest 3—High 2—Low 1—Lowest

Determining the Expected Drive Start Time and Confidence Level

The instant disclosure provides methods for determining whether, when,and how extensively to heat the battery so that the battery ispre-heated if the probability of an upcoming drive (e.g., the confidencelevel for a particular expected start time) is determined to be abovethe probability threshold. The disclosed methods utilize new inputs andcombinations of inputs to determine the probability that a drive willoccur. As such, the disclosed methods may be used to predictivelypre-heat a vehicle battery with at least one minute or more of lead timeand a high degree of accuracy. By using the disclosed inputs andcombinations of inputs, the methods can predict whether and when a drivewill occur with a high degree of correctness. This helps minimize wastedenergy used to pre-heat the vehicle battery unnecessarily.

FIG. 2 presents various categories into which the individual inputparameters may fit. Different categorizations may also be used. First,the inputs may be categorized between those that are personal to auser/vehicle and those that are generally applicable to many people.Inputs that are generally applicable may be categorized betweenhistorical general inputs and current general inputs. Inputs that arepersonal to a user/vehicle may be categorized between historicalpersonal inputs and current personal inputs. Inputs that are currentpersonal inputs may be categorized between current sensed personalinputs and current referenced personal inputs.

Examples of historical general inputs include, but are not limited to,historical traffic information (e.g., traffic over expected routes, forparticular days of the week and times, for particular holidays, forparticular weather conditions, etc.), historical weather data (e.g.,annually-based and daily/hourly-based weather information, includingtemperature, precipitation, and visibility), etc. Examples of currentgeneral inputs include, but are not limited to, current traffic data(e.g., live traffic over expected routes, construction data, detourdata, etc.), current weather data (e.g., temperature, etc. in a regionwhere the vehicle is located), general calendar data (e.g., day of theweek, whether or not it is a holiday, etc.), and electricity prices.

Generally speaking, inputs that are generally applicable would berelevant to anyone in the same general region as a driver. In some casesa user's particular route may factor in (e.g., traffic data over variousroutes); however, the traffic data is still generally applicable to manypeople. On the other hand, inputs that are personal to a user/vehiclemay only be relevant for that user or vehicle. For some predictiveheating conditions, such as those which rely on analyzing large datasets of multiple users, and as described below, some individual userdata may be relevant to other users that are embraced by the same dataset or demographic.

Examples of historical personal inputs include, but are not limited to,past driving data for a user or vehicle (e.g., all driving historyincluding drive start times, drive durations, drive routes,destinations, starting locations, driving tendencies (e.g., speed,aggressive vs. non-aggressive, typical acceleration, etc.), drive types(e.g., city vs. highway), etc.), battery characteristics (e.g., energycapacity, self-discharge rate, power vs. temperature vs. state of chargevs. age relationships, thermal time constant), battery warmingcharacteristics (e.g., heat capacity of battery materials and relatedproperties, past warming conditions and results, etc.), properties of anavailable heater (e.g., capacity and efficiency), vehiclecharacteristics (e.g., vehicle powertrain characteristics (e.g., type ofpowertrain (e.g., electric, plug-in hybrid, hybrid), thermal systemconfiguration, motor power, powertrain efficiency, vehicle specificminimum power output levels for safe driving)), and destinationinformation (e.g., specific GPS coordinates refer to an airport,presence of charging infrastructure), etc.

While historical personal inputs are generally based on information thatrelates to past conditions, current inputs generally relate to currentor future conditions, and in some cases may be accessed on-the-fly. Asnoted above, current personal inputs may be categorized between currentsensed personal inputs and current referenced personal inputs. Sensedinputs may be generated by one or more sensors including, but notlimited to, GPS or other positioning sensors, thermometers, etc. In somecases the sensed data is referenced from another source that senses therelevant data itself. One example is temperature data generated by athermometer, such data being published by an online weather company andreferenced by a battery system of a vehicle as an input in determiningwhether to pre-heat.

Examples of current sensed personal inputs include, but are not limitedto, the current temperature of a battery (e.g., from a thermometer orother sensor), the battery state of charge, the current temperature of avehicle (e.g., from a thermometer or other sensor, or from a currentweather report/site/database), the current location of a vehicle (e.g.,from a GPS or other sensor), the current location of a user or users(e.g., from a GPS or other sensor, for example on a cellular phone,tablet, key fob, camera (e.g., at work, home, etc.), or other electronicdevice or combination of devices), the proximity of a user to a vehicle(e.g., from a combination of GPS, vehicle camera, infrared, or othersensors), the location of a user with respect to particular locations(e.g., whether or not the user is at home, work, grocery store, gym,airport, etc., which may be sensed through a GPS or other sensorintegrated into any device carried by a user), whether the vehicle iscurrently connected to an external power source (e.g., a charger), etc.

Examples of current referenced personal inputs include, but are notlimited to, user instructions and preferences (e.g., a user profiledetailing a user's various driving preferences, which may be changed bya user as they please), a user's calendar/schedule and their upcomingcommitments (e.g., such data may be pulled from a user's electroniccalendar, email messages, text messages, Google Now data, etc.),transportation provider status (e.g., flight, train, bus, ship arrivaltime), etc.

In some embodiments, information related to “smart home” devices may beused as an input. Such information may be collected from various typesof internet-connected devices. In one example, a smart alarm clock mayprovide information about when the user wakes up, which may factor intoa prediction about when an upcoming drive will occur. Similarly,information from kitchen appliances such as coffee makers orentertainment system components such as radios and televisions mayindicate that a driver is awake and preparing to drive. In anotherexample, a smart refrigerator may sense that the refrigerator is empty.The prediction methods may be used to determine that each time thefridge is empty at 10 a.m. Saturday, there is a high probability that auser will go to the grocery store. Any available data may be used. Suchdata may be considered sensed or referenced, depending on what the datarelates to and how it is collected.

Any combination of available data may be used. The use of additionalinputs may increase the accuracy of the predictions.

As noted, one type of input that may be used to predict a start time andevaluate the confidence level that a vehicle will be driven at theexpected start time is data originating from a user's electronic devicesand/or profiles/stored information. This data often provides a veryaccurate indicator of when pre-heating is likely to be needed. Forinstance, if a user has a soccer match scheduled in their GoogleCalendar for 10 a.m. on Saturday at Park Arena and it takes 20 minutesto drive from where the vehicle is located to the Park Arena, the systemcan determine that pre-heating is likely to be required such that thevehicle is ready to drive at 9:40 a.m. that Saturday. In anotherexample, the system takes numerous users into account including, forexample, both a driver and any number of passengers. The driver andpassengers' calendar data (and location data, etc.) may be used togetherto determine the probability of driving at a given time. In a particularcase, the system takes into account driver and passenger locations basedon GPS or other signals from the driver and passengers' cellular phonesor other electronic devices.

Similarly, the proximity of a user (or multiple users) to a vehicle canbe used as an input. The proximity may be sensed based on any one ormore of the location of a key, fob, GPS signals, Wi-Fi signals,Bluetooth signals, etc. In certain cases this information may becombined with other inputs, for example where a vehicle (or batterysystem, in general, including any on-car and off-car information storagecomponents) contains information about the likely next trip start, dutycycle, and confidence threshold for warming. In some examples, a cellphone automatically sends a vehicle/battery system a signal such as, butnot limited to, a text message, when the cell phone approaches thelocation of the vehicle. The signal may be sent by Wi-Fi or cellularsignals, or the like. GPS and related location services may be used todetermine when a cell phone approaches the location of the vehicle.

In another example, the vehicle communicates with cell phone towers andis notified when a relevant cell phone is within range of the nearesttower or towers. In another example, a cell phone sends the vehicle asignal or information that helps determine the time or type of the nextpredicted drive. Such information may originate from various sourcessuch as calendar appointments, ‘Google Now’ info, emails with flightinformation or other information related to commitments, meetings,appointments, trips, plans, etc. The battery pre-heats according to thisinformation. In another example, a cell phone sends an infrared IRsignal when the cell phone is nearby that is picked up by vehicle IRcameras/sensors.

Destination information can also be a relevant input. A destination canbe used to determine likely driving routes, which can determine thepower level needed for driving (and thus the temperature to which thebattery should be pre-heated). For instance, if a user receives a textindicating that they will meet a friend for coffee 30 blocks across townin an hour, a system may predict that it is likely surface streets willbe used, and pre-warming may be done to an extent that is sufficient forcity driving but not highway driving. In this example, pre-heating to alevel sufficient for highway driving is unnecessary and likely to wasteenergy. Pre-heating will begin at a time that allows the battery to heatto the desired temperature by the time the drive is likely to start. Ina similar example, a user may receive a text or email indicating theyhave an interview scheduled an hour away from the user's home on Mondaymorning. The system may use this information to determine that highwaydriving will likely be used based on the distance to the destination andthe available routes. In this example it is beneficial to pre-heat thebattery to a relatively higher temperature compared to the aboveexample. Here, since highway driving is expected and greater power isexpected to be needed, pre-heating will occur to a greater degree. Asnoted elsewhere herein, the system may determine that pre-heating allthe way to a temperature that enables highway-level power is not neededif the expected route will include surface driving prior to the highwaydriving, where the battery can continue to heat as the vehicle makes itsway to the highway.

Another type of input involves traffic information. Where traffic isheavier (in general or along expected routes), driving is likely to beslower and less power is needed. Since less power is needed, the batterycan be pre-heated to a relatively lower temperature. Traffic informationmay be based on real time conditions and/or average or patternedhistorical traffic data (e.g., patterned data may be based on the timeof day and/or day of the week and/or holiday status).

Weather information may also be used, and can relate to currentconditions or historical conditions. Relevant weather information caninclude the actual temperature (e.g., from a sensor, weather service,etc.), as well as any weather factors that can affect road conditions(e.g., whether there is precipitation, the degree of precipitation andits effect on road safety, presence of storms, etc.). Historical weatherinformation (e.g., based on annual and/or daily/hourly weather patterns)may also be used. Temperature is particularly relevant in that thetemperature directly factors into how much heating is needed due to heatloss or heat gain driven by the difference in temperature between thebattery system and the ambient environment.

In some cases one or more inputs may come directly from a user. Forinstance, a user can indicate a particular drive start time, drivingschedule, driving preferences, etc., which may be used by the system toschedule pre-heating as needed. Such user inputs may occur through anyavailable mechanism, including but not limited to, a user interfaceimplemented on an electronic device such as a computer, laptop, phone,or other electronic device. The user interface may also be on thevehicle itself. In certain cases many user interfaces are available ondifferent devices, and a user can choose to interact with the systemusing their preferred device. In some cases, a user ID/profile may beused to store information relevant to a particular user, as discussedelsewhere herein. Such user ID/profile may be accessed using the userinterface on any of the listed devices. Information provided through auser interface may be sent to and used by a vehicle through anyavailable means. In one example, a user wants the vehicle be at fullperformance capability in 40 minutes following the early end to heroffsite meeting. The user may use a smartphone application to indicatethat full performance is desired 40 minutes in the future. The systemmay then pair this instruction with other inputs such as a currentbattery temperature to determine how much heating is needed to bring thebattery to full performance level. Another input such as a powerdelivered by a heater and thermal system efficiency/characteristics maythen be used to determine how long the pre-heating will take. Thisduration then determines the time at which pre-heating should begin.

Another factor that can be relevant in predicting whether driving willoccur and determining the optimal pre-heating conditions relates to pastdriving history. A vehicle may log all driving history and use suchhistory to determine the probability that a vehicle will be driven atany particular time. Daily, weekly, and monthly routines may be learnedin this way. For instance, a user may drive to work starting between8:15-8:30 most weeks Monday through Friday. This information can belogged and used to help predict whether and when pre-warming is needed.

Methods of determining confidence levels use input parameters such asthose described above as independent variables. The confidence valuesare dependent variables. The relationship between confidence level andthe input parameters may assume many different forms and likewise may begenerated by many different tools such as regression techniques,multivariate statistical analysis, and neural networks. The relationshipmay be linear or non-linear, with linear relationships being representedby simple summations of terms, each containing a product of a singleindependent variable and a coefficient. In some cases, the coefficientsare weighting factors such as those described below in Example 10.Non-linear relationships have some component (e.g., a term) that is notlinear. Examples of non-linear components include terms containing aproduct of two or more input parameters or an input parameter raised toa power other than 1. In some cases, the values of one or moreindependent variables are bit values (e.g., 0 or 1). In some cases, thevalues of one or more independent variables are values within acontinuous range. The values may be integers, decimal numerals,fractions, etc. The input parameters and confidence levels are set for aparticular expected driving time, and they may repeat on a regularschedule such as daily, weekly, annually, etc. For example, some or allinput parameter values may reoccur every weekday at 8 AM or every July 4at noon. Of course, the values may be adjusted based on feedback orother learning as described below.

In some examples, the methods of predictively pre-heating a batteryinclude machine learning. In some examples, the methods of predictivelypre-heating a battery include a learning algorithm. These methodsinclude, but are not limited to, machine learning, data-mining,statistical pattern recognition, supervised learning,parametric/non-parametric algorithms, support vector machines, kernels,neural networks, unsupervised learning, clustering, dimensionalityreduction, recommender systems, and deep learning. Applications of thesetechniques using the principles described herein are within the level ofexpertise of those skilled in the art.

In some examples, the machine learning includes analyzing a set ofinputs, generating a prediction directed to at least one of (a) when anupcoming drive will occur, (b) the level of power that is optimal forthe upcoming drive, (c) the degree of pre-heating that will result inthe optimal level of power, and/or (d) the lead time for achieving theoptimal degree of pre-heating/the optimal power level before thepredicted time of the upcoming drive, heating the battery as predicted,analyzing the actual use and performance of the battery/vehicle,comparing or assessing the actual use/performance of the battery/vehiclewith the predicted use/performance, and generating a new predictiondirected to at least one of (a)-(d) with respect to a subsequentpredicted drive. In this way, the set of data (and the relationshipsamong such data) that are used to predict when and how much to pre-heata battery can be continuously updated based on the latest data andrelationships. This allows for the battery system to continuously learnfrom a user (and other available sources), thereby steadily improvingits predictive power.

In one example, the machine learning includes analyzing a set of inputs,generating a prediction as to when an upcoming drive will occur and theoptimal power level for the upcoming drive, heating the battery aspredicted, analyzing when the predicted drive actually occurred and thepower that was actually used during the drive (e.g., the max power used,the power vs. time profile over the course of the drive, etc.),comparing or assessing the actual drive time and battery power used withthe predicted drive time and battery power, and generating a newprediction as to the timing and/or optimal power level for a subsequentdrive.

In many cases, the new prediction reduces the deviation or error betweenthe actual battery performance observed (e.g., the timing of the drive,the battery power used, the amount of pre-heating provided, and the leadtime used for pre-heating) and the predicted battery performance. Inthis iterative fashion, the methods set forth herein allow a batterymanagement system, which may include a computer/processor associatedwith a battery, to make improved predictions over time, such predictionsbecoming increasingly accurate as a result of comparing or assessing thedifferences between predicted pre-heating scenarios and actual heatingscenarios. In some examples, the inputs are from a single user and insome examples the inputs are from multiple users. In these or othercases, the inputs may relate to a single vehicle, or to multiplevehicles.

In some examples, inputs from multiple users includes inputs associatedwith a demographic. For example, a demographic may be defined by peopleof certain characteristics, such as age, race, education, job type,income level, sex, driving experience, and other characteristics. Forexample, a demographic may be defined by single men between the ages of30-35. If this group of men has a characteristic driving pattern, thisdriving pattern and these inputs from the demographic may be consideredwhen generating a prediction as to when and how much to pre-heat abattery for other users falling with the definition of the demographic.In a similar example, a demographic may be at least partially definedgeographically, such that the driving habits of people in a particulargeographic region may inform the predictions. As an example, drivers ina given city tend to be much more aggressive than drivers in outlyingrural areas of that given city. These differences can help inform theprediction with respect to the optimal power needed for an upcomingdrive.

These inputs may also be referred to as big data inputs. Big data, ordemographic, inputs include a characteristic selected from, age,geography of user, education of user, geography of drive(s), income ofuser, job type of user, driving experience of user, location of user,sex of user, and population density for the demographic in a particularregion. As an example, big data inputs may include the common drivingroutes that many delivery persons who deliver commercial packages mighttake. Since these routes are typical driving routes for deliverypersons, but may not be typical driving routes for persons who have jobsnot requiring commercial deliveries, this information is relevant as aninput for a demographic including delivery persons, but is much lessrelevant as an input for a demographic that is not specific to deliverypersons, or which excludes delivery persons.

Inputs can include a variety of information including demographicinformation as well as other information. In various cases, theinformation could include employment information. The employmentinformation may include information selected from the type ofemployment, the annual income, the type of job (e.g., service, legal,medical, professional, nonprofessional, labor, etc.), employment status(e.g., employed, unemployed, employed full time, employed part time),and shift/scheduling information (e.g., day shift, evening shift, nightshift, split shifts, etc.). The information may include the vehicleinformation that pertains to a single user or to a demographic of users.For example, if a demographic is defined by taxi cab drivers, then therelevant other information may include the type of vehicle that taxi cabdrivers use for taxi services. Similarly, if a demographic is defined bysports enthusiasts, then the information may include the types (e.g.,make, model, body type, etc.) of vehicles commonly used by sportsenthusiasts (in many cases high performance vehicles). The vehicleinformation may also relate to the particular vehicle that is beingdriven, and may include the type of vehicle, the performancecharacteristics of the vehicle, the make of the vehicle, the model ofthe vehicle, and the year the vehicle was manufactured. The informationmay include the geography where the vehicle is located or the geographywhere the vehicle is driving towards. The information may include thelocation of the vehicle, the location of the user, and/or the locationof the users defining a demographic that is considered in a predictivepre-heating scenario. The information may include past driving uses,past insurance claims, and other historical information which isindicative of the driving history of a particular user or demographic.

In some examples, a demographic may be defined by (or includeinformation about) certain associations which members of the demographiccommonly have. These associations can include, but are not limited to,memberships, club privileges, societies, subscriptions, and interests ofthe users in the demographic. In one example, an “enthusiast driver”demographic may be defined to include everyone who is subscribed to oneor more services (e.g., magazine subscription, blog following, etc.) todriving-related media.

In some examples, the information about a user that is analyzed and usedto generate a prediction as to when and/or how much to pre-heat abattery, may be stored in a variety of locations. For example, theinformation about a user's driving history may be stored on a memorydevice physically attached to the vehicle. Alternatively or in addition,the information may be stored in a cloud, or remote server, or acomputer, including a smart phone other portable device, remotelyassociated with, or wired to, a battery. This remotely storedinformation could be made accessible to a vehicle by a Bluetooth, Wi-Fi,or an internet-based connection. This remotely stored information couldbe used by a user in a vehicle other than the vehicle which a usertypically drives. For example, if a user travels to a new location andrents or shares a vehicle, this rented or shared vehicle can download oraccess a users' profile to capture the user's historical drivinginformation (and any other available information) and make a predictionas to when and how much to pre-heat a battery in the rental or sharedvehicle. The pre-heating prediction for the rental vehicle can be basedon driving and other information generated before the user even entersthe rental vehicle. Such information may include the driving history ofthe user in their primary vehicle, as well as any other availableinformation related to the user. As the user continues to drive therental car, the information can further include the driving history forthe user in the rental car. Similar considerations may come into playwhen a user drives a loaner car (e.g., from a mechanic or friend), a carsharing car (e.g., through Zipcar and similar companies), etc.Information relevant to making a prediction about pre-heating a batterycan be stored in a variety of locations such as, but not limited to, aportable memory device, a portable memory RAM chip that can be carriedwith the user (e.g., in a wallet or other purse and less than about 20square inches area), a portable computer or tablet, a cloud, a remotelyaccessible server, a user's phone or smartphone, or combinationsthereof. Such driver-specific information may be associated with auser's profile, which may then be accessed and applied to any vehicledriven by the user.

In some embodiments, the information relevant to a user may be stored asa part of an application. Such application may run on the user'ssmartphone or other electronic device, or on the vehicle directly.Within the application, information relevant to the user may be storedwithin a profile that is specific to that user (or to that vehicle, forexample). In one example, the application may include additionalfunctionality that allows a user track the instantaneous location of thevehicle and/or the driving habits of a user. For instance, theapplication may allow a parent to track the whereabouts of theirteenager by tracking the location of the car. The parent may also beable to track the driving habits of the teenager using informationcollected while the teen drives.

In some examples, a user owns more than one vehicle. For example, a wifemay own two vehicles but share these vehicles with her husband. In someexamples, input information from both users (e.g., wife and husband) isused to make a prediction about one or both of the users' driving andpre-heating requirements. In some examples, the driving data frommultiple vehicles is pooled to make a prediction about a single user ina single vehicle. For example, input information from the wife's use ofboth vehicles can be used to make a prediction about one of the vehiclesthat the wife happens to be driving on a given day.

In some methods set forth herein, the methods include an input stepwhere information is provided for making a prediction about when and howmuch to pre-heat a battery. The methods may further include analyzingthe information provided and generating a prediction regarding when andhow much to pre-heat a battery. The methods may further includegenerating a comparison between the prediction and the actualperformance of the battery (e.g., time of a drive, battery power usedfor the drive, pre-heating applied, lead time used, heating performance,driving performance, discharge or charge performance, etc.). Based onthis comparison, a refinement on the first prediction is made so as toimprove subsequent predictions with respect to accuracy. By includingthese steps, for example, the computer or management system whichcontrols the battery can learn about a user and make more accuratepre-heating predictions as time progresses. This learning can includemachine learning, data-mining, statistical pattern recognition,supervised learning (e.g., parametric/non-parametric algorithms, supportvector machines, kernels, neural networks) and unsupervised learning(e.g., clustering, dimensionality reduction, recommender systems, deeplearning).

Example 1

In this example, the control system analyzes the plurality of parametersand temperature readings set forth herein, including when the driver islikely to drive. These parameters in one example include the proximityof the driver's cell phone with respect to the vehicle or whether or notthe cell phone is turned on. During the time that the cell phone, withthe user, approaches the vehicle, the battery is pre-warmed so that itis at a predetermined level when the drive arrives at the vehicle.

FIG. 3A presents an example method for determining whether and when topre-heat a battery of a vehicle. In this example, the input parametersinclude signals from one or more external devices, historical drivingrecord (e.g., historical drive start times and historical drivedurations, etc.), current weather and forecast information, the currenttemperature of the battery, user inputs such as preferences, typicalprobability of drive starts, typical drive times and types, and otherinputs. The method uses these inputs to determine an expected start timeand a confidence level that a drive will occur at the expected starttime. The method may rank, compare and otherwise analyze the variousinput parameters to determine an expected drive start time andprobability of correctness (e.g., the probability that a drive willstart for each time over a given time window), as well as the desiredpower level. The desired power level is discussed further below.Generally speaking, the desired power level is determined by the type ofdrive that is predicted and the power level optimal for such a predicteddrive type. The various inputs may also be used to determine theprobability threshold (sometimes also referred to as the pre-warmingthreshold). As noted above, if the confidence level that a drive willstart at an expected start time exceeds the probability threshold,pre-warming will occur to warm the battery to a desired temperature witha sufficient lead time such that pre-warming is complete by the desiredtime (i.e., the time at which the confidence level of starting a driveexceeds the probability threshold). In the event insufficient timeexists to warm the battery system to the pre-determined level, thesystem will seek to minimize the difference between the actual batterytemperature achieved and the temperature that was pre-determined to beoptimal. In some cases, the probability threshold may be set for a givensystem (i.e., a static threshold is used, rather than a dynamicallycalculated threshold). Other inputs that may be useful for determiningthe probability threshold include user inputs (e.g., user inputprobability threshold, user input preferences, etc.), and historicalprobability of correctness. The historical probability of correctnessrefers to the previous correctness of the method in predicting drivestart times. The historical probability of correctness may be useful inrefining a method used to determine the probability that a drive willstart at a given time (i.e., the confidence level). Such feedback-basedimprovements are discussed further below.

Next, the method compares the probability threshold to the confidencelevel that the vehicle will start at an expected start time. The outputof this comparison determines whether a control signal is sent topre-heat the battery. For instance, if the probability threshold isdetermined to be 70% and the confidence that a drive will start at 8a.m. is 75%, pre-warming will occur to warm the battery to a desiredtemperature by 8 a.m. If it is determined that pre-warming will take 15minutes (e.g., due to a probability-based expectation that the upcomingdrive will involve city driving and no highway driving (which determinesan optimal battery temperature), and a sensor determination of thecurrent battery temperature), a control signal may be sent to beginpre-heating around 7:45 a.m.

FIG. 3B presents a specific example of the method shown in FIG. 3A.Here, one of the inputs includes a text message from a user's cellphone. The text message indicates that the user will meet a friend fordinner at 6:30 p.m. at a restaurant that is 1 hour away from thevehicle's current location. Another input includes the vehicle's currentlocation. Based on these and the other input parameters, it isdetermined that at about 5:30 p.m. there is a 90% confidence that adrive will start. In some cases the drive start times may be binnedtogether for purposes of determining the probability that a drive willstart (e.g., binning by every minute, every five minutes, every tenminutes, every fifteen minutes, every thirty minutes, etc.). Theprobability threshold is determined to be 20%, based on various inputsincluding, for example, battery data such as the a state of charge (inthis example 80%) and current battery temperature (in this example 5°C.). Because the confidence level of starting a drive at the expectedstart time exceeds the probability threshold, battery pre-warming willoccur. The various inputs are also used to determine a desired powerlevel, which in this case is determined to be about 75%. Assuming thatthe battery has a cell power capability as in FIG. 1A, this means thatthe battery should be raised to a temperature of about 15° C. Thecurrent temperature of the battery (5° C.), the desired temperature ofthe battery (15° C.) and the battery properties (e.g., heat capacity),may be used to determine a heating duration. As shown in Table 4, below,a typical lithium ion battery will take slightly less than ten minutesto pre-heat by 10° C. As such, the lead time for pre-heating will beabout ten minutes, and pre-heating will begin at around 5:20 p.m.

Example 2

FIG. 4 presents another example illustrating the various inputs andoutputs in one example embodiment. Here, the inputs include signals fromelectronic device(s), for instance signals related to a user's presenceand/or proximity to a vehicle, any communication made from an electronicdevice to the vehicle, the vehicle's location, information regarding auser's destination, information regarding traffic, information regardingweather, a customer indicated probability threshold or preferences onsuch threshold, a customer indicated start time, electricity pricing,battery information, grid connection status, and drive history vs. pastpredictions. Any combination of these inputs may be used. A probabilityengine is used to determine, from the various inputs that are present, apredicted time for the next drive (along with an associated confidencelevel), and the power that such a predicted drive is expected toutilize. The confidence level is compared with the probability threshold(which may be pre-set or dynamically calculated). If the confidencelevel that a drive will occur at a particular time exceeds theprobability threshold, a decision to pre-warm is made. If this decisionis made, the inputs may also be used to determine at what timepre-heating should begin, to what temperature the batteries should beheated, and in some cases an optimal heating method. The predictions(e.g., whether to heat, the pre-heating end temperature, the pre-heatingduration/lead time) can be recorded/logged, along with the variousinputs that were used to determine these predictions. The predictionscan be compared against the actual driving record (whether drivingoccurred as predicted, the amount of power that was actuallyneeded/used, actual pre-heating duration, etc.), and the method ofdetermining the predictions can be refined. This feedback-basedrefinement is discussed further below. In various embodiments, machinelearning techniques may be used to implement the feedback-basedrefinement.

Certain combinations of the inputs shown in FIG. 4 are expected to beparticularly useful. Though certain combinations of inputs arehighlighted, it should be understood that any combination of availableinputs may be used without departing from the scope of the disclosedembodiments. In various embodiments, the inputs include (optionallyamong other inputs) any combination of (a) signals from an electronicdevice (e.g., signals relating to a user's presence/location orproximity to a vehicle), (b) device to vehicle communication (e.g.,information originating in a user's text messages, emails, calendar,Google Now information, etc.), (c) information regarding a user'sdestination, (d) information regarding traffic, (e) informationregarding weather, (f) and a user indicated probability threshold orpreferences on such threshold/battery management system.

In a similar embodiment, the inputs may include (optionally among otherinputs) any combination of (a) device to vehicle communication, (b)vehicle location, (c) information regarding a user's destination, (d)and information related to traffic.

Example 3

At 8 a.m. on Sunday, when the cell phones from user “A” and user “B” areboth present at a specific coordinate (e.g., the users' kitchen table),the system may predict that the next upcoming drive will begin betweenabout 8:30-8:50 a.m., with a predicted destination of St. Joseph'schurch, which is 3 miles away from the users' present location. Based onthe available information (which may, for example, include several pastSunday morning drives to St. Joseph's), the system may have a confidenceof 95% for this prediction (with respect to the time of departure,destination, or both). In response to this prediction, the batterysystem may cause the battery to begin pre-heating at 8 a.m. if 20minutes are required to heat battery to performance level required forthis drive. Similarly, if the conditions suggest that only about 10minutes will be needed to pre-heat the battery to the appropriatetemperature/power level, the battery system may cause pre-heating tobegin around 8:10 a.m. During and/or after the actual drive, the batterysystem may evaluate the actual drive time and/or power used, and compareit to the predicted drive time and the predicted power level. The dataand/or relationships used to predict the drive time/power/etc. may thenbe updated based on this comparison, thereby making subsequentpredictions more accurate.

Example 4

This example relates to off-site parking at the airport. When combinedwith flight information from a user's electronic device (e.g., an emailor other form of itinerary indicating that the user will be arriving atthe airport by plane) and proximity of the user's cell phone within 1mile of the vehicle, there may be a 99% confident forecast the nextdrive will start within about 10-30 minutes after the plane lands. Theprobability threshold used to determine whether pre-heating occurs maybe relatively higher in this case given the likely longer time betweendrives when the user was away on their trip.

In a related example, the battery system may operate such that nopre-heating occurs for a specified time period, for example while theuser is away on a trip. The battery system may obtain/infer tripinformation from any available source. In one case, the battery systemobtains trip information from a flight itinerary stored in a user'semail, the itinerary indicating that a user will be in Hawaii betweenJune 10-17. Based on this information, the battery system may determinethat no pre-heating should occur between the time that a user parks thevehicle at the airport and the time that the June 17 flight lands.

Example 5

In some examples, pre-heating is not employed. These examples areprovided, in part, to illustrate the benefit of certain pre-heatingmethods set forth herein. A battery-powered electric vehicle is left atthe airport in the winter, wherein for several days the vehicle is notoperating and is subjected to freezing temperatures. A user intends toreturn to the airport after several days to use the vehicle.

In one example, the battery is not pre-heated at all. When the userstarts the vehicle, the battery performs sub-optimally because thebattery is cold.

In some examples, pre-heating is undertaken using methods that are lessreliable than various disclosed embodiments. These examples show, inpart, the benefit of certain pre-heating methods set forth herein. Inone case, the battery is pre-heated each time the battery falls below apredetermined temperature setting, e.g., 0° C. In this example, afterseveral days of such pre-heating, the battery has exhausted a majorityof its energy. When the vehicle user starts the vehicle, the battery hasa low battery charge, which results in a reduced range of use. Inaddition, the battery is not heated at the time that the vehicle useractually uses the vehicle since the battery is only heated based on theexternal temperature and not based on when the user uses the vehicle.

In another pre-heating example using less reliable prediction methods,the battery is heated each day at 8 a.m. because that is when thebattery was historically used, and the battery is heated solely based onthis input parameter.

In the three examples immediately above, the battery fails to perform ata pre-determined or optimal level because the pre-heating method wasinadequate for a vehicle left at an airport. Conversely, where variouspre-heating methods disclosed herein are used, a vehicle left at anairport (or other location) will pre-heat using a smarter method, andthe battery is more likely to perform as desired when needed.

Example 6

In another example, the battery is pre-heating according to the methodsset forth herein. In this particular example, the vehicle receivesinformation through its wireless communication devices that the user'selectronic device (such as cell phone) has been turned on, has enteredthe region of the nearby cellular base station, or is otherwise in thevicinity. Using this and optionally other information, the vehicleobtains several minutes of notice time to pre-heat the battery. Theresult is a significantly warmed battery when the user arrives at thevehicle and starts the operation of the electric vehicle. In addition,the battery is not heated for the days that the vehicle sits at theairport before the user arrives to use the battery. As such, batteryenergy is not wasted to unnecessarily warm the battery before it isactually needed to be used.

In another example, the vehicle is programmed to check the flightarrival schedule associated with the vehicle user. Based on this arrivalschedule, and information that the user's arriving plane landed, thevehicle is programmed to pre-heat the battery so that the battery ispre-heated when the user arrives at the vehicle.

Example 7

This example relates to pre-heating in winter. In an example, a vehicleis subjected to winter conditions where the ambient temperatures arebelow −20° C. In this example, the temperature of battery cells falls tonear −20° C. overnight. At −20° C., battery cells can only deliver asmall fraction of the power available at +20° C., which is insufficientto accelerate the vehicle (at average or safe rates). As can be seen inFIG. 1A, typical battery cells can only deliver about 10% of theirmaximum power at −20° C.

An electric vehicle without effective battery pre-heating would beseverely power limited, and the battery power capability at −20° C. maybe so low that vehicle is deemed not sufficient (e.g., unsafe) to drive.

Using the predictive pre-heating methods set forth herein, the vehiclereceives information before the driver enters the vehicle. In oneexample, this information arrives at least 1 min, and in some otherexamples, more than 5 minutes, before the drive start time, Thisinformation allows the vehicle several minutes to warm up the batterycells significantly, or by at least 5° C. As an example, a 40kilowatt-hour battery may have a relevant heat capacity of around 266KJ/° C., or perhaps 133 KJ/° C. if it's a very high energy-densitybattery possible in the future. In this case, a 5-minute warm-up timewith a 5 kilowatt heater would allow battery temperature increase ofabout 5.5° C. and about 11° C., respectively both significant. However,a 1-minute warm-up time would only allow a battery temperature increaseof no more than approximately 1° C. and 2° C. for the regular andhigh-energy-density batteries, respectively, which is not significantfor the instant Example. Thus, the multi-minute warm-up time issufficient to enable meaningful battery heating and thus increasedbattery performance.

Example 8

This example provides insight into how the different input parameterscan affect the probability determinations. Various sub-examples areprovided.

In each of the sub-examples in this section, a 90% probability thresholdwithin a 30 minute time window is used.

Example A: Using only the historical drive start information, there isonly a 40% probability that a drive will start at a relevant time.Because the confidence level is less than the probability threshold, nosignal to pre-heat is given and pre-heating does not occur. FIG. 5Aprovides the confidence that a drive will start over the times shownbased on the historical drive start information.

Example B: Using a combination of historical start time information withvehicle/driver location (home) improves confidence level, however, theconfidence level is still below the probability threshold value, sopre-heating does not occur. FIG. 5B provides the confidence that a drivewill start over the times shown based on the historical drive startinformation and based on the user's location. Combining these inputsleads to a 60% confidence that driving will occur at a relevant time.This confidence is higher than in example A, but still not sufficientlyhigh to reach the probability threshold, so no pre-warming occurs.

Example C: Using a combination of historical information, location(home), and day of the week (Monday) increases forecast confidence abovethe probability threshold value, so a decision to pre-warm is taken. Inthis example, the vehicle will send a control signal to a battery systemso that pre-heating occurs to pre-warm a battery to a desiredtemperature at the desired time. FIG. 5C shows the confidence that adrive will start over the time period shown based on the historicaldrive information, based on the location of the vehicle being at home,and based on the current day of the week. By combining these inputs, theconfidence reaches 90%, enough to reach the probability threshold.

Example D: In this example, information that it is a holiday (e.g.,Labor Day) is used in addition to the inputs described in Example C. Thenew information leads to a readjustment of the confidence level, leadingto a conclusion that there is insufficient confidence to initiatepre-warming. Here, the fact that it is a holiday reduces the confidencethat driving will occur as would otherwise be normal for a Monday. Thisinformation brings the confidence of starting a drive below theprobability threshold, so no pre-warming occurs. FIG. 5D shows theconfidence that a drive will start over the time period shown based onthe historical drive start information, based on the location of thevehicle at home, based on the current day of the week, and based on theholiday status. By combining these inputs, a 90% confidence is notreached that driving will occur at a relevant time, and consequently nopre-warming will occur.

Example E: In this example, the basic input parameters includehistorical drive start information, combined with location (home), andday of the week (Sunday). These inputs result in a determination thatthe confidence level of driving at the relevant time is less than theprobability threshold, so pre-warming does not occur. FIG. 5E shows theconfidence that a drive will start over the time period shown based onthe historical drive start information and based on the day of the weekbeing Sunday. Combining these inputs, there is only a 15% confidencethat pre-warming will occur, which is not sufficient to reach theprobability threshold, and pre-warming does not occur.

Example F: In this example, the input parameters include those inExample E, as well as personal calendar information (soccer match @9a.m.). The calendar information increases forecast confidence to 90%,which reaches the probability threshold. Therefore, a decision topre-warm is made. The addition of phone proximity information based onusers A and B sitting at the kitchen table further improves confidenceto 95%. This does not change the decision to pre-warm, but with higherconfidence, slightly delays the start time. FIG. 5F shows the confidencethat a drive will start over the time period shown based on thehistorical drive start information, based on the day of the week beingSunday, based on personal calendar information including the scheduledsoccer match, and based on the phone proximity for two users. Combiningthese inputs leads to a decision to pre-warm.

The various confidence levels based on the inputs can be combined togenerate more accurate predictions. The various inputs may be combinedin a way similar to how waves are combined in the context ofconstructive interference. For instance, individual waves of lowprobability can sum to higher levels of probability when considered incombination.

Example 9

In this example, consider a case where the battery control modulereceives a signal from a cellular base station through a wirelesscommunication interface that the driver's smart phone has entered thearea of the same base station tower. Using both pre-programmed andvehicle historical information, the battery control module knows thisdata has a high probability of predicting an upcoming vehicle start(>80%). At the same time, the probability threshold is quite low (inthis case 30%), for example because the state of charge of the batteryis high. Since the probability of correctness is higher than theprobability threshold, the battery control system would enable batterypre-heating.

In another example, the battery control module receives a signal fromthe driver's smart phone through the wireless communication interfacethat the driver has an appointment at 9 a.m. in a location approximately1 hour away. Using both pre-programmed and vehicle historicalinformation, the battery control module knows this data has a highprobability of predicting an upcoming vehicle start (e.g., aconfidence >90%). The probability threshold value is calculated to bemedium (in this case 50%). Since the confidence level is higher than theprobability threshold, the control system would enable batterypre-heating.

In another example, consider a case where the vehicle has historicaldata indicating that the vehicle is often driven around 8 a.m. onMondays, and no other data sources are provided. From historical usage,the battery control system has a confidence of 60% that driving willoccur based on this data source. However, the pre-warming thresholdvalue is high (in this case 90%) because the state of charge of thebattery is low. Since the confidence level is lower than the probabilitythreshold, the control system would not enable battery pre-heating.

In another example, consider a case where the vehicle has historicaldata indicating that the vehicle is often driven around 8 a.m. onMondays, and no other data sources are provided. From historical usage,the battery control system determines a confidence of 60% that drivingwill take place based on this data source. In this example, thepre-warming threshold value is calculated to be low (in this instance15%) because the state of charge of the battery is high and the typicaldrive is short to a destination with a charger. Since the confidencethat driving will occur is higher than the probability threshold, thecontrol system would enable battery pre-heating.

Example 10

This example illustrates one method for determining an expected starttime and confidence level. Various inputs are provided withpre-determined weighing factors. The weighing factors describe therelative importance of the various inputs in determining whether andwhen driving is likely to occur. The inputs and weighing factors arepresented in Table 2.

TABLE 2 Information Information from electronic from electronic BatteryDestination devices: driver's devices: driver's Status (SOC, type (i.e.,cell phone calendar Historical Weather Temperature, Driver Upcoming nextcharging INPUT: message information drive times forecast etc.) inputdrive type opportunity) WEIGHING 7 10 3 2 3 10 2 1 FACTOR: (scale 110)INPUT 0 1 0 0 1 0 1 0 PRESENT? Yes = 1 No = 0

The available inputs and their weighing factors may then be combined invarious fashions to determine an expected drive start time and aconfidence level and (optionally) a desired power capability. As anexample, the inputs may be combined according to the sum of products ofinputs and their respective weighing factors. As an example from Table 2above, the inputs that are present are:

1) Info from electronic devices: driver's calendar information

2) Battery Status (SOC, Temperature, etc.)

3) Upcoming drive type

The sum of the products would be: 10*1+3*1+2*1=15

Since the maximum points in this example is 38(7*1+10*1+3*1+2*1+3*1+10*1+2*1+1*1=38), this also equals 40%.

In addition to independently-evaluated inputs, there may be combinationsof inputs that are known to predict upcoming drives accurately, so theyare given an independent weighing factor when present together. Forexample, a combination of a meeting notice in the user's calendar andthe fact that it is morning may indicate a drive to a meeting at work ata higher level of confidence than the inputs present independently. Thisexample is presented in Table 3. Combined inputs are especiallyeffective in predicting the confidence that a drive will occur. Further,such combined inputs are particularly beneficial when implemented in amethod that involves feedback/learning over time.

TABLE 3 Information Information Information from electronic fromelectronic from electronic Battery devices: driver's devices: driver'sdevices: driver's Status (SOC, Time calendar cell phone calendarHistorical Weather Temperature, Driver Upcoming of Day informationINPUT: message information drive times forecast etc.) input drive type(6-10 am) AND Time of Day WEIGHING 7 10 3 2 3 10 2 1 10 FACTOR: (scale1-10) INPUT 0 1 0 0 0 0 0 1 1 PRESENT? Yes = 1 No = 0

Here, the sum of the products would be 11 (10*1+1*1+10*1=21). Since themaximum points in this example is 48, the predicted drive probabilityequals 21/48 or 44%.

As noted above, the second value that is determined is the pre-warmingthreshold, also referred to as the probability threshold. Thepre-warming threshold value may be dynamically calculated, as well, totake into account all relevant factors in a similar fashion as theconfidence level. The pre-warming threshold is expected to often be high(e.g., >75%) due to the high cost of heating the battery unnecessarily(loss of battery energy). The pre-warming threshold is likely to besomewhat lower if the battery is at high SOC, and very high (near thetop of the scale) if the battery is at low SOC. In one example, a userchooses/inputs a pre-warming threshold of 30% (which is relatively low),since the user prefers high power availability over maximum range. Otherexample factors that can affect an optimal pre-warming threshold arediscussed above.

The resulting confidence level is then compared to the pre-warmingthreshold value. If confidence level exceeds the pre-warming threshold,battery pre-heating is enabled. In the above examples presented inTables 2 and 3, the confidence level (40% and 44% in the two examples,respectively) is higher than pre-warming threshold (30%), so batteryheating is enabled.

Mathematical tools such as regression and multivariate analysis may beused to establish most fitting relationships between inputs, and assignweighing factors for each input. Other mathematical and computationalanalysis tools may be used, as well. In various embodiments, machinelearning techniques such as those mentioned herein may be used toidentify important variables and relationships that affect if/when/andwhat type of drive is predicted. These techniques may usefeedback/learning to continuously improve the predictive power of themethods described herein.

Predicting the Required Power and Heating

The methods disclosed herein allow for a battery to be heateddynamically. Dynamic battery heating involves heating a battery to alevel required for a predicted type of vehicle performance. Because thedisclosed embodiments may be used to predict the type of vehicleperformance needed (e.g., lower performance if city driving is expected,higher performance if highway driving is expected), dynamic heating canbe used to heat the battery as needed for a particular predicted drive.

Various inputs described above may be used to predict the type of driveand level of power needed for an upcoming drive. Each input may bepersonal to a vehicle/user or they may be general. Each input may behistorical or current. Each current input can be sensed or referenced.Example inputs that may be particularly important for predicting thelevel of performance needed include, but are not limited to, thelocation of the vehicle and/or user, the existence/location of scheduledevents relevant to a user (which may appear in scheduling applications,Google Calendar, text messages, emails, etc.), the distance between avehicle/user and a scheduled event, the distance between a vehicle and auser, historical driving history (e.g., route, distance, city vs.highway driving, user driving habits such as accelerating quickly orslowly, etc.) for various days of the week/holidays/other recurringevents, battery warming characteristics, current and/or historicalweather data, current and/or historical traffic and/or constructiondata, etc. Generally speaking, any input which is used to determinewhether and when a drive will occur can also be used to determine thetype of driving that is expected and the resulting level of power thatthe vehicle will utilize.

In some embodiments, the inputs may be used to determine aprobability-weighted route map, with associated power requirements. Theprobability-weighted route map may include various predicted routes andthe probability that each route will be taken. In a particular example aprobability-weighted route map and the associated power requirements aredetermined based on any combination of the following factors: currentlocation of vehicle and/or user, map information, calculation of routeoptions, determination of optimal route choices, traffic conditions, andhistorical choices. Other input parameters may be used as well. Theprobability weighted route map is discussed further below with referenceto FIG. 7.

The type of drive expected (e.g., city driving, highway driving,aggressive driving, non-aggressive driving, high-traffic or stop-and-gotraffic vs. light traffic, etc.) and the vehicle characteristics (e.g.,weight of vehicle, motor power of vehicle, etc.) determine the powerlevel that should be available to accommodate such driving. This powerlevel determines the temperature to which the battery should bepre-heated. In certain embodiments, minimum power levels may be set forparticular types of drives. These power levels depend on the design of aparticular vehicle and battery system. In one example, a 3000 poundvehicle is assumed with a 150 kW motor. 30 kW may be designated as theminimum safe level for any driving, 40 kW may be designated for urbandriving, 60 kW may be designated for highway driving, 120 kW may bedesignated for enthusiast drivers/aggressive driving, and 150 kW may bedesignated for full performance. These are provided as examples and arenot intended to be limiting. Other types of driving may be used (i.e.,the types of driving may be categorized differently), and differentpower levels may be designated. The various power levels may bedesignated by a vehicle manufacturer or battery manufacturer in somecases. In other cases the power levels may be set without input from amanufacturer, for example based on characteristics of a vehicle and/orbattery. In certain cases, desired power levels can be mapped to thebattery system temperatures, state of charge, and life.

The battery temperature required for optimal performance is calculatedfrom the battery system temperature vs. performance plot (e.g., FIG. 1Aor a similar plot), as adjusted for the age and SOC of the battery. Adifference in temperature from the current battery temperature (beforepre-heating) to the desired temperature is calculated, at times alsofactoring in the natural warm-up from driving if the predicted peakpower level is not needed immediately (discussed further below). Thetemperature difference between the current battery temperature and thedesired temperature then controls how much heat should be applied toraise the battery to the desired temperature. The heatingcharacteristics of the heater (e.g., power delivered by the heater) andthe heating characteristics of the battery (e.g., heat capacity),together with the relevant temperature difference, determine theduration over which heating will take place. This duration is therelevant lead time for pre-heating.

Table 4 below shows the cell temperature increase after various heatingintervals for typical regular Li-ion and high-energy-density cells. Thecell temperature increase assumes that 5 kilowatts of heating powerreaches the cells from a heater, and that the effective heat capacity ofcells (and potentially adjacent components that become heated) is 266KJ/° C. and 133 KJ/° C. for regular Li-ion and high-energy-densitycells, respectively.

TABLE 4 Heating Time 1 second 10 seconds 30 seconds 1 minute 2 minutes 5minutes 10 minutes 30 minutes 1 hour Typical Li-Ion cells: Heater Energy5 50 150 300 600 1500 3000 9000 18000 Output (kJ) Cell Temperature 0.020.19 0.56 1.13 2.26 5.64 11.28 33.83 67.67 Increase (degrees Celsius)High Energy Density Cells: Heater Energy 5 50 150 300 900 1500 3000 900018000 Output (kJ) High-energy- density Cell Temperature 0.04 0.38 1.132.26 4.51 11.28 22.56 67.67 135.34 Increase (degrees Celsius)

From Table 4, one can see that for a range of cell energy densities,heater power levels and thermal system designs that are feasible, awarm-up time of 2 to 5 minutes (or even a bit more) is required towarm-up the battery cells by at least 5° C. Thus, even with oversizedheaters or high-energy-density cells, sub-1-minute heating times areoften insufficient.

As an example, consider a 24 kWh EV battery system having a power vs.temperature curve as shown in FIG. 1A (e.g., a typical regular Li-ionbattery) and a peak rate of power of 5 P/E (i.e., 5 times the energy ofthe system) or 120 kW, where the battery system starts at −10° C.Without pre-heating, the battery system would be only capable of around21.6 kW of power, generally below the minimum “safe” driving thresholdmentioned above. Pre-heating lead times of a minute or less do notincrease power capability significantly. However a pre-heating lead timeof several minutes or more can significantly increase the amount ofavailable power. Table 5 below presents data related to a pre-heatingmethod using this example.

TABLE 5 Heating Time 1 second 10 seconds 30 seconds 1 minute 2 minutes 5minutes 10 minutes 30 minutes 1 hour Battery System −10.0 −9.8 −9.4 −8.9−7.7 −7.7 −4.4 23.8 57.7 Temperature (deg C.) Approximate Battery 18%18% 18% 18% 20% 25% 38% 95% 100% System Rate Capability (% of peak)Battery System Power 21.6 21.6 21.6 21.6 24 30 45.6 114 120 Capability(kW)

In certain examples, a predicted drive will include multiple types ofdriving. For instance, a weekday morning drive may be predicted toinclude three miles of city driving between about 20-30 miles per hour,followed by ten miles of highway driving at 50-80 miles per hour. Alower power level is needed for the city driving compared to the highwaydriving. Because the battery can heat while the vehicle is driving onthe city streets, it may be unnecessary to pre-heat the battery to atemperature that results in sufficient power for highway driving beforethe start of the drive. Therefore, in certain embodiments thepre-heating methods take the heating-while-driving into account and onlypre-heat the battery according to what is needed. For instance, if it isdetermined that the pre-heating required for city driving accompanied bythe heating occurring during city driving is sufficient to heat thebattery to a required power level by the time the user enters thehighway, then the pre-heating can be limited to that needed for citydriving. Similarly, if it is determined that the pre-heating requiredfor city driving accompanied by the heating occurring during citydriving does not sufficiently heat the battery to a level that providessufficient power for highway driving, the pre-warming can be conductedto raise the battery temperature to one higher than that required merelyfor city driving. The warming that occurs while driving may occurnaturally (e.g., due to transfer of waste heat from an engine, heatgenerated on discharge due to battery inefficiency, etc.) and/or it maybe driven by the system/method used to pre-heat the battery. Where thepre-heating system is used, it may be desirable that some portion of theheating occurs while driving, for example where highway driving isexpected to occur after urban driving. This delayed heating may bebeneficial because if a prediction that driving will occur is incorrect,the battery only pre-heats to a level needed for urban driving, ratherthan heating all the way to a temperature that allows for highwaydriving. Thus, the wasted energy due to an incorrect driving predictionis minimized. Further, the pre-heating can occur with less lead timewhere staged heating occurs (e.g., pre-heating before driving andheating during driving) because the battery only needs to pre-heat to alower temperature to immediately enable urban driving.

FIG. 6A shows a chart illustrating battery power capability (expressedas a percentage of the maximum power) vs. time. The time is zero at thebeginning of a drive, when a user enters the vehicle. Without dynamicheating, a battery is pre-heated to its maximum power, regardless of thetype of drive expected. This approach is less than ideal because, asshown in the figure, extra heat is used to heat the battery beyond thelevel that is needed for an upcoming drive. If the vehicle is unplugged,furthermore, battery state of charge is lowered and the vehicle willhave less available range for the upcoming drive. Thus, the extra heatis wasted and there is no corresponding benefit. On the other hand,where dynamic heating is used, the battery only pre-heats to a levelthat provides sufficient power for an upcoming drive, and the batteryenergy (or other pre-heating energy) is conserved. A related benefit isthat pre-heating can occur over a shorter duration, as less time isneeded to pre-heat the battery to the lower temperature/power levelneeded for the drive. Also shown in FIG. 6A is an example wherepre-heating begins too late. In this case, the battery is not able topre-heat to a sufficient level by the time the user gets in the car.This problem is common among various prior art pre-heating methods, asdescribed herein. Because the battery does not have sufficient power atthe time the user enters the car, the user may need to wait to begin herdrive. Otherwise, the vehicle will be under-powered for the type ofdrive that the user desires.

FIG. 6B also shows a chart depicting battery power capability vs. time.In this example, multiple battery heating events occur. The firstheating event is a pre-heating event that occurs before the drivebegins. This heating event may be initiated based on the methodsdescribed herein. The second heating event occurs after the drivestarts. In a number of embodiments, the battery may be heated during adrive based on information that relates to the drive that is actuallyoccurring. For example, the battery system may predict that a drive willoccur at 10 a.m. Saturday, for a drive to the grocery store thatinvolves only 2 miles of city driving. Based on this prediction, thebattery system may pre-heat the battery to an initial level that allowsfor city driving. However, a user may enter the car around 10 a.m., andinstead of driving to the grocery store, she begins driving toward thehighway (e.g., to go to the beach). The battery system may recognizethat the actual drive that is occurring is different from the drive thatwas predicted. The battery system may recognize/predict where the driverintends to go based on the newly available data (e.g., the fact that sheis not going to the grocery store, and is instead driving toward thehighway). Based on this information, the battery system may initiate asecond heating event to ensure that the battery has sufficient power bythe time the user enters the highway. In this way, the battery systemmay continuously monitor the drive that is actually occurring, compareit to the predicted drive, and make updated heating decisions based onall the available information.

The pre-heating (as well as any additional heating that occurs after thedrive starts) may be done to achieve any desired level of power that isachievable by the vehicle. In some cases, pre-heating may be done to adegree that achieves the minimum power level to get the car moving (atall or safely) or to a power level that is minimally appropriate for thetype of drive expected. In some other cases, a buffer may be used, suchthat the battery pre-heats to a level that provides slightly more power(e.g., 5% greater, or 10% greater) than is predicted to be needed. Instill other cases, a larger buffer may be used, such that the batterypre-heats to a level that provides moderately more power (e.g., 20%greater) than is predicted to be needed for the drive. Pre-heating torelatively lower degrees/power levels saves needless energy, minimizescosts, and reduces component wear. On the other hand, pre-heating to aslightly higher degree/power level may enable driving that is more safe(e.g., to accommodate higher power driving than was predicted) and/orsatisfying (e.g., for enthusiast drivers).

FIG. 7 shows a summary of various routes that may be taken between auser's home and work. The trip may be about 12-15 miles total, dependingon the route. Route A involves 3 miles of urban driving followed by 9miles of highway driving. Route B involves 4 miles of urban drivingfollowed by 8 miles of highway driving. Route C involves 15 miles ofurban driving. Based on various inputs described above, for examplecurrent location/map information, calculation of route options,determination of optimal route choices, traffic conditions, andhistorical choices, it is determined that there is a 90% probabilitythat the vehicle will drive over Route A, a 9% probability that thevehicle will drive over Route B, and a 1% chance that the vehicle willdrive over Route C. Route C is assumed to be longer due to less directsurface streets that are taken in this urban route. Based on theseprobability weighted route choices, the system may determine that RouteA is most likely, meaning that the battery should be pre-heated to atemperature adequate to provide sufficient power for immediate urbandriving, as well as proper power for delayed highway driving. As notedabove, the optimal temperature for pre-heating takes into account thefact that the battery can continue to heat up to a temperaturesufficient for providing highway-level power while the vehicle isdriving on city streets.

FIG. 8 provides a summary of various examples presented below related todetermining the optimal power level for an upcoming drive. Theseexamples assume a 3000 lb vehicle having a 150 kW motor when at fullperformance. The power levels are assumed to be 30 kW for minimum safedriving performance, 40 kW for urban driving, 60 kW for highway drivingat highway speed, 120 kW for an enthusiast driver, and 150 kW for fullperformance. A power level confidence threshold is assumed to be 70%.This represents the confidence level at which pre-warming will occur ata particular power level. The power level confidence threshold may bethe same or different as a probability threshold used to determinewhether or not a drive is likely to occur. Examples A-F are presented.

In Example A, the vehicle defaults to a power level of 60 kW for optimalperformance. This may represent a default mode. In Example B, a userwill leave from home Monday morning when there is no traffic. These areused as inputs to determine that there is an 80% confidence that highwaydriving will be undertaken and a 20% confidence that urban driving willbe undertaken. The confidence (80%) exceeds the power level confidencethreshold (70%), so pre-heating will occur to raise the temperature ofthe battery to enable 60 kW of driving power. In Example C, a user willleave home Monday morning when there is substantial traffic on thehighway. These are used as inputs to determine that there is a 90%confidence that urban driving will be undertaken and a 10% confidencethat highway driving will be undertaken. The confidence level (90%)exceeds the power level confidence threshold, so the battery will bepre-heated to a temperature that allows the battery to operate at 40 kW.In Example D, a user will leave home on Sunday morning. Based on thisinput, there is a 60% confidence that urban driving will be undertakenand a 30% confidence that highway driving will be undertaken. Neither ofthese confidence levels, alone, reach the 70% power level confidencethreshold. However, when taken together, these confidence levels exceedthe power level confidence threshold and the system, in one embodiment,pre-warms to the higher 60 kW power level since insufficient confidenceexists that only power required for urban driving will be required.Here, the optimal power level is determined to be 60 kW. In effect, theprobabilities are treated cumulatively (e.g., from low power to highpower or high power to low power), and a rounding up is used. Roundingdown may also be used in some cases (e.g., a determined optimal powerlevel of 40 kW in Example D). In Example F, the vehicle is operating ina user specified enthusiast mode. An enthusiast mode may ensure thatsufficient power is available for quickly accelerating and driving fast,for instance. In this example, there is 100% confidence that 120 kW ofpower is desired, thereby exceeding the 70% power level confidencethreshold, so the battery pre-heats to a temperature that allows thisperformance level.

FIG. 9 presents a diagram of a thermal control system for heating abattery according to certain embodiments. Data from various sourcesincluding, but not limited to, signals from external electronic devicesor other external sources, signals from sensors such as infrared,cameras, LiDar, etc., and signals from temperature sensor(s) are fedinto a battery system controller via wireless and/or wiredcommunication, in some cases using a communication interface in thevehicle or elsewhere. The information may be transmitted to a batterycontrol module (also referred to as a controller, battery controller,battery control system, etc.), which includes at least a memory deviceand a processor. As noted elsewhere herein, the memory device and/orprocessor may be provided on-car or off-car. The various inputs areprocessed to determine the relevant outputs (e.g., expected start time,confidence level, expected drive type/power level needed). When it isdetermined that pre-heating should occur at a relevant time, a signal issent by the battery control module to a heat-emitting element. Thissignal indicates that pre-heating should occur at a relevant time, for aparticular duration. The heat-emitting element may be any elementdesigned to raise the temperature of the batteries (e.g., heater, heatexchange mechanism, internal resistance, etc.), as discussed furtherabove. The heat-emitting element provides thermal energy flow eitherdirectly to the battery system (e.g., battery cells) or (optionally) toa heat transfer device or fluid, which then heats the battery system.FIG. 9 shows the transfer of both information (shown in dotted lines)and heat (shown in solid lines).

In some embodiments, the controller includes control logic, which may beimplemented using a processor, card, memory, board, network connection,or a combination of any of these. In general, the control logic used tocontrol the controller can be designed or configured in hardware and/orsoftware. In other words, the instructions for controlling the apparatusmay be hard coded or provided as software. In may be said that theinstructions are provided as “programming”. Such programming isunderstood to include logic of any form including hard coded logic indigital signal processors and other devices which have specificalgorithms implemented as hardware. Programming is also understood toinclude software or firmware instructions that may be executed on ageneral purpose processor. In certain embodiments, the control logic ispartially or fully implemented in a processor such as a programmablelogic device (PLD), field programmable gate array (FPGA), applicationspecific integrated circuit (ASIC), general purpose microprocessor, orsimilar integrated circuit. In some embodiments, instructions forcontrolling the heating apparatus are stored on a memory deviceassociated with the controller or are provided over a network. Examplesof suitable memory devices include semiconductor memory, magneticmemory, optical memory, and the like. The computer program code forcontrolling the heating apparatus can be written in any conventionalcomputer readable programming language. Compiled object code or scriptis executed by the processor to perform the tasks identified in theprogram.

Feedback and Refinement

As noted with reference to Tables 2 and 3, each input parameter may beassigned a relative importance factor, which defines how to weigh theinput in the determination of time of expected drive start/confidencelevel/expected duty cycle/power level. As the vehicle is used over timeand the control system is tested repeatedly, a memory device in thecontrol system may record actual drive starts and battery system dutycycles and compare them with predicted drive starts and battery systemduty cycles. This data allows the control system to continually refinethe values of relative importance factors for each type of data andcombination of data to continuously improve the predictive power of themethod. The pre-determined importance factors (e.g., initial importancefactors such as those from a manufacturer) and usage-based importancefactors (e.g., importance factors based on analysis of actual drivingpatterns) are analyzed to come up with a combined importance factor,which can be used in future predictions of start time and battery systemduty cycle. In other words, the determination of whether and whendriving will occur, and the determination of a desired power level foran upcoming drive, can be improved through feedback that evaluates pastpredictions and compares them to a vehicle's actual driving record. Thisfeedback, over time, favors the most predictive inputs and combinationsof inputs, such that over time a battery control system may learn topredict driving patterns with a very high degree of accuracy based onfactors (e.g., input parameters and relative importance factors) thatmay be particular to an individual user.

What is claimed is:
 1. A secondary battery thermal management system,the system comprising: at least one temperature sensor for determining atemperature of a battery in a vehicle, the battery being a secondarybattery; at least one receiver for receiving at least one of a pluralityof input parameters; a module configured to send control signals toeither the battery or a heating device, wherein the signals result inheating of the battery to temperatures optimized for a predicted vehicleuse; wherein the module determines the temperatures optimized for thepredicted vehicle use and a heating lead time of at least a minute ormore based on the determined temperatures and at least one of theplurality of input parameters.
 2. The system of claim 1, wherein thebattery is a lithium ion secondary battery.
 3. The system of claim 2,wherein the lithium ion secondary battery comprises a cathode comprisingconversion chemistry active materials.
 4. The system of claim 2, whereinthe lithium ion secondary battery comprises a cathode comprising lithiumintercalation chemistry active materials.
 5. The system of claim 1,wherein the receiver is configured to receive wireless signals.
 6. Thesystem of claim 1, wherein the wireless signals are selected from thegroup consisting of Bluetooth signals, cellular signals, Wi-Fi signals,wireless communication device signals, network towers signals, tabletssignals, smartphones signals, home security system signals, 3G devicetransmissions, 4G device transmissions, and combinations thereof.
 7. Thesystem of claim 1, wherein the plurality of input parameters areselected from the group consisting of: vehicle use information selectedfrom the group consisting of statistical probability of drive starts asa function of previous drive start, drive times, time of drive starts,drive lengths, drive routes, geography of drives, driving patterninformation, past battery warming conditions, past vehicle performanceconditions, past battery performance conditions, feedback information,and combinations thereof, location information selected from the groupconsisting of driver location, passenger location, driver location withrespect to vehicle location, passenger location with respect to vehiclelocation, GPS location of user's smartphone, GPS/Wi-Fi/cellular locationof fob, proximity of fob to vehicle, GPS/Wi-Fi/cellular location ofvehicle key, proximity of vehicle key to vehicle, user's proximity tothe vehicle, location of the vehicle, driver location with respect tohome, driver location with respect to airport, driver location withrespect to work place, driver location with respect to common drivelocations, driver location with respect to preselected destinations,driver location with respect to saved destinations, and combinationsthereof, drive types selected from the group consisting of startlocation of drives, end location of drives, total distance of drives,average distance of drives, velocity of drives, average velocity ofdrives, traffic conditions of drives, and combinations thereof,temperature information selected from the group consisting of batterytemperature, ambient temperature, vehicle temperature, and combinationsthereof, heating device, battery, and/or vehicle information selectedfrom the group consisting of battery energy capacity, state of charge ofbattery, battery self-discharge rate, a relationship between two or moreof power of battery, temperature of battery, state of charge of battery,and age of battery, a thermal time constant for the battery, capacity ofthe heating device, efficiency of the heating device, powertrain ofvehicle, thermal system configuration of vehicle, motor power ofvehicle, powertrain efficiency of vehicle, vehicle minimum power outputlevel for safe driving, and combinations thereof, weather informationselected from the group consisting of current weather conditions,weather forecast, temperature, precipitation, visibility, andcombinations thereof, driver inputs selected from the group consistingof immediate start instructions, delayed start instructions, startcancelation instructions, a user-specified performance level, andcombinations thereof, user information selected from the groupconsisting of driver's calendar information, passenger's calendarinformation, smartphone information, Google-Now information, historicaluse information, and combinations thereof, external information selectedfrom the group consisting of information acquired from emails on user'swireless communication device, information acquired from texts on user'ssmartphone, and combinations thereof, traffic information selected fromthe group consisting of traffic conditions, road conditions,construction conditions, detour conditions, and combinations thereof,calendar information selected from the group consisting of day of theweek, month of the year, holiday information, and combinations thereof,optionally in combination with a user specified performance level,charging equipment availability information selected from the groupconsisting of availability of charging equipment at vehicle's currentlocation, availability of charging equipment at vehicle's expecteddestination, and combinations thereof, optionally in combination with astatus of an additional transportation provider and/or a status of anadditional transit option, and combinations thereof.
 8. The system ofclaim 1, wherein the plurality of input parameters are selected from thegroup consisting of inputs that are personal to a user/vehicle, inputsthat are generally applicable, and combinations thereof.
 9. The systemof claim 1, wherein the plurality of input parameters are selected fromthe group consisting of inputs that are historical, inputs that arecurrent, and combinations thereof.
 10. The system of claim 1, whereinthe plurality of input parameters are selected from the group consistingof inputs that are sensed, inputs that are referenced, and combinationsthereof.
 11. The system of claim 1, wherein the plurality of inputparameters are selected from the group consisting of inputs that arehistorical personal inputs, current sensed personal inputs, currentreferenced personal inputs, historical general inputs, current generalinputs, and combinations thereof.
 12. The system of claim 11, whereinthe historical general inputs are selected from the group consisting of:historical traffic information, historical weather data, andcombinations thereof.
 13. The system of claim 11, wherein the currentgeneral inputs are selected from the group consisting of: currenttraffic data, current weather data, general calendar data, electricityprices, and combinations thereof.
 14. The system of claim 11, whereinthe historical personal inputs are selected from the group consistingof: past driving data for a user and/or vehicle, availability ofcharging equipment at past destinations, battery characteristics,battery warming characteristics, heating device characteristics, vehiclecharacteristics, and combinations thereof.
 15. The system of claim 11,wherein the current sensed personal inputs are selected from the groupconsisting of: the current temperature of a battery, the current stateof charge of the battery, the current temperature of a vehicle, currentambient temperature, the current location of a vehicle, the currentlocation of a user or users, the proximity of a user to a vehicle, thelocation of a user with respect to particular locations, the currentavailability of charging equipment, and combinations thereof.
 16. Thesystem of claim 11, wherein the current referenced personal inputs areselected from the group consisting of: user instructions and/orpreferences, a status of an additional transportation provider ortransit option, a user's calendar/schedule, a user's upcomingcommitments, and a user's email messages, text messages, similarcommunications, and combinations thereof.
 17. The system of claim 1,wherein the plurality of input parameters are selected from the groupconsisting of: data from a user's electronic device(s), device tovehicle communication, destination information, traffic information,weather information, customer preferences, customer input, andcombinations thereof.
 18. The system of claim 1, wherein the pluralityof input parameters include one or more signals from a user's electronicdevice.
 19. The system of claim 18, wherein the signals from a user'selectronic device relate to information included in a text message,email, and/or Google Now account.
 20. The system of claim 18, whereinthe user's electronic device(s) include one or more devices selectedfrom the group consisting of a user's cellular phone, a user's computer,a user's laptop, a user's tablet, and a user's PDA.
 21. The system ofclaim 1, wherein the heating of the battery is dynamic such that thebattery is heated to a temperature that enables a desired power level,the desired power level being dependent on one or more of the pluralityof input parameters.
 22. The system of claim 1, wherein the moduledetermines a heating lead time of at least two minutes.
 23. The systemof claim 1, wherein the module determines a heating lead time of atleast five minutes.
 24. The system of claim 1, wherein the moduledetermines a heating lead time of at least ten minutes.
 25. The systemof claim 1, wherein the module determines a heating lead time of atleast fifteen minutes.
 26. The system of claim 1, wherein the moduledetermines a heating lead time of at least thirty minutes.
 27. Thesystem of claim 1, wherein the module determines a heating lead time ofat least thirty minutes but less than two hours.
 28. The system of claim1, wherein the module determines a heating lead time of at least thirtyminutes but less than one hour.
 29. The system of claim 1, wherein themodule determines a heating lead time of 1, 1.5, 2, 2.5, 3, 3.5, 4, 4.5,5, 5.5, 6, 6.5, 7, 7.5, 8, 8.5, 9, 9.5, or 10 minutes.
 30. The system ofclaim 1, further comprising a heating device for heating the battery.31. The system of claim 1, further comprising a data storage device forstoring information selected from the group consisting of vehicle use,battery heating characteristics, battery performance as a function oftemperature, and combinations thereof.
 32. The system of claim 1,further comprising a temperature sensor for determining the ambienttemperature in proximity to the battery.
 33. The system of claim 1,wherein the lead time is 1, 1.5, 2, 2.5, 3, 3.5, or 4 minutes.
 34. Thesystem of claim 7, wherein the user proximity is determined by a deviceselected from the group consisting of a vehicle sensor, vehicle camera,GPS device, Wi-Fi device, cellular device, infrared radiation device,and combinations thereof.
 35. The system of claim 1, further comprisinga device for comparing and/or analyzing at least one of past predictedstart times with respect to actual start times, predicted probability ofstart times with respect to actual probability of start times, andcombinations thereof.
 36. The system of claim 1, further comprising adevice for comparing predicted drive locations with respect to actualdrive locations.
 37. The system of claim 1, further comprising a devicefor comparing predicted heat power rating with respect to actual heatpower ratings.
 38. The system of claim 35, wherein the device forcomparing is the same device as the module of claim
 1. 39. The system ofclaim 38, wherein the device for comparing (a) compares or analyzes pastpredicted start times with respect to actual start times, predictedprobability of start times with respect to actual probability of starttimes, and combinations thereof, (b) compares predicted drive locationswith respect to actual drive locations, and (c) compares predicted heatpower rating with respect to actual heat power ratings.
 40. The systemof claim 1, wherein the signals cause a heat emitting element to emitheat so that the battery heats to the minimum heat level required for aperformance level selected by the user.
 41. The system of claim 1,wherein the receiver is a wireless communication interface.
 42. Thesystem of claim 7, wherein the plurality of input parameters areselected from the group consisting of: the driver location, thepassenger location, and the location of the vehicle.
 43. An apparatusfor controllably pre-heating a vehicle battery device, comprising thesystem of claim
 1. 44. A method for secondary battery thermal managementin a vehicle, the method comprising: determining a temperature of abattery and optionally the ambient air temperature; analyzing aplurality of input parameters; providing or determining a vehicle starttime and a probability of correctness; providing a control signal toeither the battery, or a heating device, to heat the battery totemperatures optimized for a predicted vehicle use; wherein the controlsignal comprises a heating power rating and a heating lead time of atleast a minute or more based on the determined temperatures and at leastone of a plurality of input parameters; optionally comparing vehiclestart time and probability of correctness with the actual vehicle starttime, and adjusting an algorithm for providing the vehicle start time;thereby providing thermal management for the battery.
 45. The method ofclaim 44, wherein the plurality of input parameters are selected fromthe plurality of input parameters in claim
 7. 46. The method of claim44, wherein the step of providing a control signal to either thebattery, or a heating device, to heat the battery to temperaturesoptimized for a predicted vehicle use comprises dynamically heating thebattery.
 47. The system of claim 35, wherein the module is selected froma computer, a programmed chip, a battery management system, a controllerin series with a potentiostat and a heater, a controller in series witha thermocouple, a resistive heater, a computer or electronic devicewhich controls a resistive heater, an inductive heater, a computer orelectronic device which controls an inductive heater, a convectiveheater, a computer or electronic device which controls a convectiveheater, or similar devices for heating a battery, the area or space inwhich a battery is housed, or the atmosphere in direct contact with thebattery.